Connecticut Turnpike Totally Explained

Everything about The Connecticut Turnpike totally explained

The Connecticut Turnpike, formally known 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 to East Lyme, and then as Interstate 395 from East Lyme to Killingly. A short unnumbered section (unsigned State Road 695) continues the Turnpike to the Rhode Island state line. The Turnpike is 128.47 miles (206.84 km) long (88.48 miles (142.45 km) on Interstate 95, 35.50 miles (57.15 km) on Interstate 395, and 4.49 miles (7.23 km) on State Road 695)
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) isn't signed except as a connection between I-395 and U.S. Route 6. Connecticut Turnpike trailblazers can still be found, although there are very few in existence today. One of the original Connecticut Turnpike trailblazers can be seen while driving along Center Street in Southport.

Route description

I-95

I-395

SR 695

State Road 695 (SR 695) is the 4.49-mile unsigned portion of the Turnpike from I-395 in Plainfield to US 6 at the Rhode Island state line in Killingly. The road isn't 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. There are only 2 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 1500 feet 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's 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. Intended to relieve congestion on U.S. Route 1 and Route 15 (the Merritt & Wilbur Cross parkways), design work began in 1954. The Connecticut Turnpike opened on January 2, 1958; 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.(External Link

)

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 in 1983 in which a truck collided with four cars at a toll plaza, killing seven people and injuring several others. The investigation following the crash determined that the truck driver had fallen asleep at the wheel just before the crash took place.
   The turnpike was renamed for former Governor John Davis Lodge soon afterward.
   In another infamous 1983 accident, a section of the turnpike's Mianus River Bridge in Greenwich collapsed due to corrosion of its substructure, killing three motorists crossing it at the time.
   On March 25, 2004 a tanker truck carrying fuel swerved to avoid a car that cut the truck off and subsequently overturned, dumping 8,000 gallons of home heating oil onto the Howard Avenue overpass in Bridgeport. Passing vehicles kicked up the oil which ignited a towering inferno that subsequently melted the bridge structure and caused the southbound lanes to sag several feet. The northbound lanes, which received less damage from the fire, were opened five days later after being reinforced with temporary scaffolding. The southbound lanes opened on April 1, after a temporary bridge was erected.

Relieving gridlock

Turnpike Upgrades Stalled by Budget Deficits, Lawsuits

The Connecticut Turnpike opened southwest Connecticut to a mass migration of New Yorkers, leading to substantial residential and economic growth in Fairfield and New Haven Counties. The Turnpike became a primary commuter route to New York City. With additional segments of I-95 opening in the 1960s connecting to Providence and Boston, the Turnpike became an essential route for transporting people and goods throughout the Northeast. As a result, much of the Turnpike had become functionally obsolete by 1965, with traffic exceeding its design capacity. Originally designed to carry 60,000 vehicles per day (VPD) on the 4-lane sections and 90,000 VPD on the 6-lane portion west of New Haven, the Turnpike carries 75,000-100,000 VPD east of New Haven, and 130,000-200,000 VPD between New Haven and the New York State line as of 2006.
   There were dozens of plans discussed to alleviate traffic congestion and improve safety on the Turnpike for nearly 30 years, but most of these plans languished amid political infighting and lawsuits brought on by special-interest groups. Still, traffic and deadly accidents continued to increase each year on the Turnpike, and by the 1990s the Connecticut Turnpike had started to become known as "The Highway of Death."
   Furthermore, while most of the Turnpike is signed as Interstates 95 and 395, the highway was designed and built before the Interstate Highway System was established. As a result, much of the Turnpike doesn't meet Interstate standards, particularly with underpasses ranging from 13.5 feet to 15 feet (Interstate standards require 16 feet of vertical clearance). Interchanges are too closely spaced; ramps and acceleration/deceleration lanes need to be lengthened. In some areas, median and shoulder widths and curve radii also fall short of Interstate standards.
   Complicating efforts to upgrade the Turnpike to Interstate standards is the fact that engineers didn't acquire enough Right-of-Way to accommodate future expansion when the Connecticut Turnpike was built during the late 1950s. This means adjacent land must be seized to upgrade the Turnpike, resulting in lengthy and costly legal battles between the State of Connecticut and landowners refusing to give up their property. Finally, the Turnpike was built through environmentally-sensitive ecosystems and wetlands associated with Long Island Sound, meaning most expansion projects require lengthy environmental impact studies that are able to withstand constant litigation by environmental groups. In 2000 one CONNDOT official commented during a public meeting on expanding Interstate 84, "If we'd 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 didn't progress beyond the initial planning stages until the collapse of the Mianus River Bridge on June 28, 1983. Following the collapse, governor William A. O'Neill initiated an $8 billion program to rehabilitate Connecticut's highways. Included in this program was the inspection and repair of the Turnpike's nearly 300 bridges and overpasses. Furthermore, Governor O'Neill directed the Connecticut Department of Transportation to develop a viable plan for addressing safety and congestion on the state's roads.

High-priority status for Connecticut Turnpike

Throughout the late 1980s and early 1990s Connecticut Department of Transportation developed a comprehensive plan to improve the Turnpike through Fairfield and New Haven Counties. In 1993 CONNDOT embarked on a 25-year multibillion dollar program to upgrade the Connecticut Turnpike from the Connecticut River at Saybrook to the New York State line at Greenwich. The program included the complete reconstruction of several Turnpike segments, including replacing bridges, adding travel lanes, reconfiguring interchanges, upgrading lighting and signage, and implementing the Intelligent Transportation System with traffic cameras and variable message signs. Since the start of the program, a 6-mile section through Bridgeport was completely rebuilt to Interstate standards. Work is currently underway on a long-term $2 billion program to rebuild 12 miles (20 km) of turnpike between West Haven and Branford including a new extradosed Pearl Harbor Memorial Bridge over New Haven Harbor.
Plans to upgrade the Turnpike received a boost in 2005 when federal legislation known as SAFETEA-LU designated the I-95 portion of the Connecticut Turnpike from the New York State Line to Waterford as High Priority Corridor 65. Corridor 65 also includes the 22-mile section of I-95 from Waterford to the Rhode Island state line that was built in 1964, which isn't part of the Turnpike.

Plans for the I-395/CT-695 section

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

Improvement projects

Raymond Baldwin Bridge Replacement (Connecticut River), Old Saybrook (to Old Lyme): $460 million, completed in 1994
Saugatuck River Bridge Replacement, Westport: $65 million, completed in 1996
Lake Saltonstall Bridge Widening, East Haven: $50 million, completed in 1997
Widening/reconstruction Exits 8-10, Stamford: $80 million, completed in 2000
Reconstruction of Interchange 40, Milford: $30 million, completed in 2002
Reconstruction of Interchange 41, Orange: $60 million, completed in 2000
Reconstruction/widening Exits 23-30, Bridgeport: $570 million, completed in 2006 (two years behind schedule and $170 million over budget) (NOTE 1)
Widening between Exits 51 to 54, East Haven/Branford: $86 million, completed in 2006
Widening between Exits 51 and 49 (NOTE 2), East Haven/New Haven: $70 million, started in 2005, anticipated completion in 2009
Pearl Harbor Memorial Bridge Replacement, New Haven: $490 million, expected start 2008, expected completion 2014 (NOTE 3)
I-91/Route 34 Interchange Reconstruction, New Haven: $270 million, started in 2004, expected completion in 2014
Interchange 42 reconstruction, West Haven: $36 million, started in 2003, anticipated completion in 2007
Housatonic River Bridge replacement, Milford/Stratford: $126 million, expected start in 2009, expected completion in 2012
West River Bridge replacement and widening (including reconstructing Exit 44 and removing Exit 45), New Haven: $100 million, expected start in 2008, expected completion in 2013
Widening between Exits 10 and 13, Darien: $35 million, expected start in 2008, expected completion in 2010
Widening between Exits 13 and 16 (including replacement of Norwalk River Bridge), Norwalk: Cost TBD, start time TBD, expected completion TBD
Widening/reconstruction Exits 45 to 47 (Long Wharf Section), New Haven: $200-500 million, expected start in 2013, expected completion in 2017
Reconfigure northbound ramps at Exit 80, Norwich: $6 million, expected start: TBA, expected completion: TBA
Reconfigure the I-95/I-395/US 1 interchange to accommodate the future Route 11 expressway, Waterford: Cost TBD, start time TBD, expected completion TBD.
Add a travel lane in each direction from Branford to Waterford: $1.0 billion, start time TBD, expected completion TBD.
Reconstruction and widening Exits 6-8, Stamford: Cost TBD, expected start TBD, expected completion TBD.
In addition CONNDOT has been reconstructing the median of the Turnpike in stages, replacing the pre-existing steel guiderail and grass divider with a 6-foot wide, 48-inch tall Jersey Barrier along the highway's length from the Baldwin Bridge to the New York State line.

Exit 49 was permanently closed in October 2006 as part of this project.

The southbound offramp and northbound onramp for Exit 28 were removed in 2000 during reconstruction of the Connecticut Turnpike in Bridgeport.

Replacement of the Pearl Harbor Memorial Bridge in New Haven was planned to start in 2007. Due to the rising cost of materials however, there were no contractors interested in the project when it was advertised for bid in 2006. CONNDOT has since broken the project up into several smaller contracts, with the first contracts scheduled for bid in October 2007.

Too many exits?

The close spacing of interchanges (more than 90 along the Turnpike's 129-mile length) has been cited as a major cause of the problems that plague the Turnpike today. Chronic congestion and the highway's high accident rate result from the high frequency of weaving and sudden acceleration and deceleration of vehicles entering and leaving the Turnpike. The state Transportation Strategy Board has proposed removing several interchanges and revising most of the remaining to mitigate these conditions. Some officials have suggested installing ramp meters at busier interchanges to regulate the flow of traffic onto the highway. The proposal for removing interchanges has been met with opposition, as no city or town through which the Turnpike passes wants to lose access to the highway. Nonetheless, CONNDOT has been proceeding with some of the Strategy Board's recommendations. In 1999 the southbound off-ramp and northbound on-ramp at Interchange 28 in Bridgeport were removed. Seven years later, in October 2006 CONNDOT permanently closed Exit 49 with the opening of a new connector road at Exit 50. Current plans call for Exit 45 to be removed in 2009, while Exit 20 in Fairfield and Exits 35 and 37 in Milford are also proposed to be closed permanently. More recent plans also include consolidating Exits 21, 22, and 23 in Fairfield by either removing one or more of the interchanges or by tying them together using collector/distributor roads.

Tolls

Tolls on the Turnpike have been a source of controversy from the Turnpike's opening in 1958 to the removal of tolls in 1985, and the debate continues today. The Connecticut Turnpike originally opened with a barrier toll system (or open system), unlike toll roads in neighboring states, which used a ticket system (closed system) for collecting tolls. Tolls on the Connecticut Turnpike were located in Greenwich, Norwalk, Stratford, West Haven, East Haven, Madison, Montville, and Plainfield. Additionally, unlike other toll roads which featured widely-spaced interchanges, the Connecticut Turnpike has over 90 interchanges along its 129-mile length--50 of which are along the 50-mile stretch between the New York State line and New Haven.

Connecticut abolishes tolls

After the 1983 truck crash that killed 7 people at the Stratford toll plaza, toll opponents pressured the State of Connecticut to remove tolls from the Turnpike in 1985. Three years later, these same opponents successfully lobbied the Connecticut General Assembly to pass legislation abolishing tolls on all of Connecticut's highways (with the exception of two car ferries across the Connecticut River in Chester and Glastonbury). While the 1983 Stratford accident was cited as the main reason for abolishing tolls in Connecticut, the underlying reason was the fact that federal legislation at that time forbade states with toll roads from using federal funds for road projects. Because the Mianus River Bridge was rebuilt with federal highway funds following its June 1983 collapse, Connecticut was required by federal law to remove tolls from the Turnpike once its construction bonds were paid off.
The debate over tolls on the Turnpike didn't end in 1988 with the abolition of tolls in Connecticut. Prior to their removal in 1985, tolls on the Connecticut Turnpike generated over $65 million annually. Since their removal in the late 1980s, Connecticut lawmakers have continuously discussed reinstating tolls, but have balked at bringing tolls back out of fear of having to repay $2.6 billion in federal highway funds that Connecticut received for Turnpike construction projects following the abolition of tolls.
During the economic recession of the early 1990s, legislators studied reinstating tolls on parts of the Connecticut Turnpike and portions of highways around Hartford to make up for huge budget deficits. Proposals for reinstating tolls were scrapped in lieu of implementing an income tax and increasing the state gasoline tax and sales tax, and imposing a new tax on corporate windfall profits. All of these measures proved to be as unpopular as tolls and resulted in a mass exodus of residents and businesses from Connecticut during the 1990s.

Toll debate continues

The debate over tolls in Connecticut resurfaced once again during the 2006 gubernatorial election. Incumbent Governor M. Jodi Rell, a Republican, opposes reinstating tolls on Connecticut's highways and favors other means for financing major highway projects, while her opponent, New Haven Mayor John DeStefano, Jr., a Democrat, indicated he was "neither for or against" tolls. With Governor Rell elected for another term, it appears tolls in Connecticut are off the table for the foreseeable future.

Electronic tolling and adjustable toll rates discussed

Because Connecticut lost a major source of revenue when tolls were removed in the 1980s, the state has become heavily dependent on federal funding to finance its highway projects. With the cost of construction outpacing the amount of revenue generated by the federal gasoline tax, experts anticipate the Federal Highway Trust Fund--from which most of Connecticut's highway maintenance and expansion money comes--will be depleted by 2010. Additionally, the evolution of electronic toll collection and automated toll collection technologies throughout the 1990s and early 2000s, combined with the skyrocketing cost of upgrading the Connecticut Turnpike, continued to fuel the debate over reinstating tolls on the Turnpike. Finally, federal legislation known as SAFETEA-LU, enacted in 2005, afforded states greater flexibility in allowing them to operate toll roads and still receive federal funds for transportation projects, and some states have even turned to the private sector to fund maintenance of highways. The Bush Administration has gone as far as to encourage states to actively pursue these funding alternatives to mitigate the depletion of federal funds.
Studies have also suggested re-tolling the Turnpike as a means of congestion management, where toll fares can be increased during rush hour periods and discounts for carpools and off-peak travel. The objective is to encourage motorists to carpool and use mass transit to reduce congestion on the Turnpike. Some of these strategies are being discussed as possible solutions to funding several billion dollars worth of upgrades to the Turnpike. In February 2007 the Connecticut Department of Transportation announced a $4 million study concerning the reinstatement of tolls on the Turnpike. The study will consider a range of tolling alternatives, including value pricing, HOT lanes, and possibly leasing the Turnpike similar to the Indiana Toll Road arrangement.

Service plazas and rest areas

The turnpike has 13 service plazas. All are open 24 hours and have fuel service. Most have fast food service (sit-down dining, originally featured in some plazas, has been replaced in those facilities by food-court set-ups). Some have small gift shops. The 3 easternmost plazas don't have food service, only gas stations and convenience stores. All plazas have pay phones and restrooms.

Darien westbound - MP 9 between Exits 10 and 9 - Food and Fuel

Darien eastbound - MP 12 between Exits 12 and 13 - Food and Fuel - Connecticut Welcome Center. The McDonald's restaurant at this service area claims to be the busiest in the country.

Fairfield eastbound and westbound - MP 25 between Exits 21 and 22 - Food and Fuel

Milford eastbound and westbound - MP 41 between Exits 40 and 41 - Food and Fuel

Branford eastbound and westbound - MP 52 between Exits 53 and 54 - Food and Fuel

Madison eastbound and westbound - MP 65 between Exits 61 and 62 - Food and Fuel

Montville westbound only - MP 96 between Exits 79A and 79 - Fuel and Convenience Store

Plainfield eastbound and westbound - MP 123 between exits 89 and 90 - Fuel and Convenience Store The former eastbound Montville service area has been turned into a State Police barracks.
   In addition to the Service Areas listed above, there's also a Rest Area, with restrooms, phone, picnic area, and seasonal tourist info located eastbound at MP 74 between exits 65 and 66.
   There are three State Police stations located on the turnpike:
Troop F - Westbrook at MP 74 on westbound side of turnpike. Troop E - Montville at MP 96 on eastbound side of turnpike (at former service plaza). Troop G - Bridgeport at MP 29 and the junction with Routes 8 and 25.
   There is one Weigh Station located eastbound at MP 2 in Greenwich. Weigh stations on both sides of the Turnpike used to exist near Exit 18 in Westport; these were removed during the 1990s. The former southbound weigh station in Westport is now used by CONNDOT to store construction materials, while the northcound station was demolished; the grounds returned to their natural state.
   The administration building for the former West Haven toll plaza can still be seen driving between Exits 42 and 43. Today, CONNDOT uses the old toll building as a maintenance facility.

Exit list

Town	Mile	#	Destinations	Notes
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
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
Darien	10.75	10	Noroton
	11.61	11
	12.23	12		Northbound exit and southbound entrance
	13.14	13
Norwalk	14.83	14		No northbound exit
	15.49	15	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 Norwalk
	18	Former toll plaza
Westport	18.13	17
Westport	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		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		Southbound exit and northbound entrance
	25.83	23
	26.72	24	Black Rock Turnpike (US 1)
Bridgeport	27.43	25	Commerce Drive, State Street	Northbound exit and southbound entrance Off-ramp is within Fairfield
	27.64	25		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
	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 (East Main Street)	Northbound exit and southbound entrance
	30.07	29
	31.07	30		Northbound exit and southbound entrance
Stratford	31.30	30	Surf Avenue	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		Northbound exit and southbound entrance
	34.54	Moses Wheeler Bridge over the Housatonic River
Milford	34.54	Moses Wheeler Bridge over the Housatonic River
	35.37	34
	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
	39.12	39		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
West Haven	43.91	42
	44	Former toll plaza
	44.87	43	Downtown West Haven	Northbound exit and southbound entrance
	45.19	43		Southbound exit and northbound entrance
New Haven	45.90	44	Downtown West Haven (SR 745)	Southbound exit and northbound entrance
	46.05	45		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
	47.58 47.91	48
	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		Southbound is also signed for Lighthouse Point Park
East Haven	50.53	52		Southbound exit and northbound entrance
Branford	51	Former toll plaza
	52.33	53		Northbound exit and southbound entrance
	53.23	54	Cedar Street (SR 740) – Branford
	55.18	55
	56.25	56	Leetes Island Road – Stony Creek
Guilford	59.32	57
	60.23	58
	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
	66.43	62	Hammonasset State Park (SSR 450)
Clinton	68.61	63
Westbrook	70.78	64
Westbrook	73.14	65
Old Saybrook	74.40	66
	75.92	67	Elm Street	Southbound exit and northbound entrance
	76.73	67		Northbound exit and southbound entrance
	77.80	68		South end of US 1 overlap Southbound exit and northbound entrance
	78.06	69
	78	Former toll plaza
	78.68	Baldwin Bridge over the Connecticut River
Old Lyme	78.68	Baldwin Bridge over the Connecticut River
	79.15	70		North end of US 1 overlap Northbound exit and southbound entrance
	79.80	70	Old Lyme (US 1)	Southbound exit and northbound entrance
	83.49	71	Four Mile River Road
East Lyme	84.02	72	Rocky Neck State Park (SSR 449)
	85.79	73	Society Road
	87.27	74
	88.05	75
	88.48	76	, Providence	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
Montville	93.82 (5.34)	78		Southbound exit and northbound entrance
	94.78 (6.30)	79
	98	Former toll plaza
	97.98 (9.50)	79A		South end of Route 2A overlap
Norwich	99.56 (11.08)	80		Signed as exits 80E (east) and 80W (west) northbound
	102.19 (13.71)	81		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
Lisbon	108.01 (19.53)	83A		Northbound exit and southbound entrance
Lisbon	109.64 (21.16)	84		Signed as exits 84S (south) and 84N (north) southbound
Griswold	110.43-110.76 (21.95-22.28)	85
Griswold	112.74 (24.26)	86
Plainfield	116.71 (28.23)	87	Lathrop Road (SR 647)
	118.13 (29.65)	88
	120.49 (32.01)	89
	121	Former toll plaza
	123.98 (35.50)	90		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)		Ross Road	Northbound exit and southbound entrance
	128.47 (4.49)		– Providence	Northbound exit and southbound entrance

Further Information

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