| 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 |
| 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 |
| Highway system | |
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.
Contents |
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. 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.
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.
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.
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]
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.
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 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."
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.
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.
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.
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.
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]
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.
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.
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.
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.
| 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 | ||