ROUTE 39 IN NEW FAIRFIELD OVERVIEW
New Fairfield's portion of Route 39
extends a little over nine and three quarter miles from the
Danbury City Line on a varied course through New Fairfield,
ending at the Sherman Town Line aside Squantz Pond. The entire
length of Route 39 through New Fairfield is designated by
Conn DOT as a minor arterial route. This route number dates
back to the mid-thirties.
From the Conn DOT perspective, important intersections on
Route 39 will be those at other Conn DOT arterial or collector
designated roadways interacting with it. There are six such
intersections; first at Milltown Road, then with Gillotti
Road, Fairfield Drive, Warwick Road and Barnum Road, all of
which are collectors, and then with Route 37 in the Town Center
Area which is designated by Conn DOT as a minor arterial.
The local road names applied to the
almost ten miles of Route 39 in New Fairfield are Ball Pond
Road from the Danbury Line to the intersection with Barnum
Road, then Brush Hill Road past the Town Hall to Route 37
in the Town Center, then Sherman Road northerly to the Sherman
Town Line.
Conn DOT's 2000 average daily traffic
volumes estimate 6,500 vehicles on Route 39 along the initial
segment from the Danbury City Line northerly to Milltown Road
(Route 839). This then rises to 8,600 from there to
the signal at Gillotti Road.
Volumes fall after Gillotti Road to
7,100 north to Fairfield Drive (Route 813), 4,200 to Ilion
Road, 3,300 to Warwick Road as this route turns easterly,
then similar low volumes until the more highly traveled segment
from the intersections with Barnum Road (including the influence
of Gillotti Road) easterly past the Town Hall.
It is on this segment, including the
Town Hall vicinity to the intersection with Route 37 in the
Center, that the highest 2000 volume along Route 39 is reached,
at 10,200. This is also the highest volume segment in the
Town except for Route 37 from the Town Center to the Danbury
City Line.
Heading easterly beyond the Town Center,
Route 39's 2000 volumes drop to 6,000 up to Shortwoods Road,
then 4,800 from there to Sawmill Road in Candlewood Corners
where the roadway turns north. From Candlewood Corners the
volume rises sharply to 8,400 on the segment up to Sweet Cake
Mountain Road. This figure influenced by the addition of traffic
from Sawmill Road entering at Candlewood Corners.
Volumes then start to decline,
to 6,800 up to Candlewood Isles Road, down to 4,700 from there
north to Short Woods Road (this northern segment of Short
Woods Road is part of State Route 441 in Squantz Pond
State Park), and finally a relatively low volume of 4,000
on Route 39 northerly to the Sherman Town Line.
ROUTE 39 IN NEW FAIRFIELD FROM THE
DANBURY LINE TO BALL POND ROAD EAST
Dipping south of the town line momentarily, between Route
39's mileposts 4.29 to 4.69, from the intersection with Pond
Crest Road in Danbury northerly to that with Harvest Road
in New Fairfield, accident rates are rising; 16% for 1989-91,
88% for 1992-94, and for 1995-97 115% with a SLOSSS designation.
There is a small area of commercial zoning on the south side
of Route 39 after Pond Crest Road.
As Route 39 crosses from Danbury into
New Fairfield it is within the water supply watershed of New
York City, regulated in Connecticut as a sensitive environmental
area. It crosses out soon thereafter, near the intersection
with Gillotti Road, and remains within the Candlewood Lake
watershed thereafter.
At Route 39 intersection with Milltown
Road (a state road, Route 839) in a residential area, just
one third mile north of the Danbury City Line, TASR rates
for the Route 839 leg of the intersection are recorded as
137% for 1995-97, 58% for 1992-94, 67% for 1989-91 and 89%
for 1987-89. There were only modest TASR rates recorded by
Conn DOT for the two Route 39 legs of this intersection.
Moving north to the recently signalized
intersection of Gillotti Road with Route 39 (2/28/1999), the
TASR rate is low at 23% for 1995-97. But this was preceded
by much higher rates of 156% for 1992-94, 246% for 1989-91
and 173% for 1987-89.
This favorable drop in TASR rates may
be due to the improved geometrics and installation of
a traffic signal at this intersection. At that time the profile
of Gillotti Road was also revised to reduce the steep westbound
approach grade. Left turn lanes were also constructed on all
three legs of the intersection. A 1993 traffic study found
that of westbound Gillotti Road vehicles arriving at the intersection
with Route 39 during the am peak hour, 75% turned on to Route
39 southbound, a commuter pattern.
Route 39 soon enters a highly scenic
area, in close proximity to attractive Ball Pond. TASR rates
then remain modest (thirty and forty percent range) along
Route 39 up until the intersection with Fairfield Drive.
For the intersection of Route 39 with
Fairfield Drive (Route 813), there were only modest
TASR rates assigned to the two Route 39 legs of the intersection.
But TASR rates assigned to the Fairfield Drive segment are
207% for 1995-97, 94% for 1992-94, 96% for 1989-91 and 145%
for 1987-89.
The Fairfield Drive approach to Route
39 looks out over Ball Pond and has a sight line limitation
to the north. As for types of accidents here, a review of
recent Conn DOT accident data indicates that during the period
from 1993-1999, this intersection experienced 22 accidents
of varying types. They included eight fixed object collisions.
Ten collisions involving turning vehicles also took place
at the intersection. The four remaining accidents at this
intersection consisted of three rear-end collisions and one
angle collision.
Of the eight fixed object collisions,
five involved vehicles traveling south on Route 39 and three
involved vehicles traveling east on Fairfield Drive.
Seven of the eight accidents occurred on adverse surface conditions.
According to HVCEO's consulting traffic
engineer "due to the sloping nature of each of the roadways
at this intersection, poor drainage may be making the roadway
surfaces more slippery, contributing to the accident rate.
Improving the drainage may be necessary. The installation
of warning signs indicating that the surface is 'Slippery
When Wet' should also be considered."
Continuing, "Seven of the ten collisions
that involved turning vehicles occurred between a vehicle
traveling southbound on Route 39 and a vehicle turning left,
either onto Route 39 or onto Fairfield Drive. A downward slope
and a horizontal curve to the left limit sight distance toward
the north on Route 39. Installation of a sign indicating reduced
speed ahead or changes to the intersection geometry may help
address this situation."
Moving north along the shore of Ball
Pond, we soon encounter the intersection with Ilion Road,
where TASR rates are 39% for 1995-97, a spike of 161% for
1992-94, 77% for 1989-91 and 33% for 1987-89.
Then at Satterlee Road a TASR
rate of 117% for 1995-97 was recorded, with 0% for 1992-94,
84% for 1989-91 and 38% for 1987-89.
ROUTE 39 IN NEW FAIRFIELD FROM
BALL POND ROAD EAST TO BARNUM ROAD
Then for the approximately one quarter mile of Route 39 hugging
the northern shore of Ball Pond, from the eastbound direction
at Satterlee Road to the northward directional change that
Route 39 takes at the intersection with Ball Pond Road East,
the 1995-97 rate was 42%, 1992-94 was 89%, 1989-91 was 87%,
and 1987-89 was 144%, a favorably declining pattern.
There was recently a significant rate
assigned specifically to the intersection with Ball Pond Road
East, a TASR rate of 156% for 1995-97. But this was preceded
by more modest rates of 43% for 1992-94, 84% for 1989-91
and 38% for 1987-89, so this latest rate may or may not indicate
a priority problem. The Ball Pond Road East westbound approach
meets Route 39 on a steep upgrade, with the roadbed of Route
39 itself on a graded curve, creating a problematic intersection.
Moving on, Route 39 leaves the shore
of Ball Pond and in a short .16 mile segment ascends and then
descends northeasterly to a three legged intersection with
Warwick Road. TASR rates recorded by Conn DOT for this short
segment are 26% for 1995-97, 140% for 1992-94, 109% for 1989-91
and 77% for 1995-97.
As an historical note, Warwick Road
was until 1963 a state route numbered 37A. A clue to this
historic status is a bridge on its northern segment over Gerow
Brook, built to a common state design of that era and inscribed
with the date 1936.
The somewhat elevated TASR rates on
this segment pale in comparison to the sudden rate spikes
assigned specifically to the three legged intersection of
Route 39 with Warwick Road; 220% for 1995-97, 143% for
1992-94, and massive earlier rates of 305% for 1989-91 and
391% for 1987-89. The Warwick Road approach meets Route 39
at a grassed triangular island, right in the middle of a sharp
curve on Route 39.
According to HVCEO's traffic engineer
"the configuration of this intersection renders it vulnerable
to multiple types of accidents. Ten accidents of various
types occurred at this intersection in a seven-year period
from 1993-1999: five collisions involving turning vehicles,
three fixed object collisions, one rear-end collision and
one sideswipe collision.
The accident rate may be affected by
the sharp turns and steep grades of Route 39 at this location.
While Route 39 is posted for 25 miles per hour, actual travel
speeds may exceed that limit. Also, although there are
stop signs facing motorists on Warwick Road, the triangle
median complicates traffic operations."
Continuing, "three of the five
collisions involving turning vehicles occurred between a vehicle
headed north on Route 39 turning left onto Warwick Road and
a southbound Route 39 vehicle going straight. A vertical
crest and a horizontal curve to the left limit sight distance
toward the north of Route 39. The limited sight distance
along with travel speeds on Route 39 may be contributing towards
this type of accident.
If the accidents are due to the fact
that drivers are not aware of the intersection, additional
warning signs may help alert drivers of this condition. Other
possible mitigation measures might be to lower the speed limit,
recommend an advisory speed limit, or enforce the existing
speed limit."
Moving on from this major problem spot,
Route 39 now proceeds about three quarters of a mile with
no rates approaching the 90% threshold of concern to a short
segment between a small subdivision road known as High Acre
Drive to the grassed triangular intersection island at Bigelow
Road. On this about one tenth mile segment of Route 39, paralleled
by Ball Pond Brook on its south side, TASR rates are 124%
for 1995-97, 127% for 1992-94, 0% for 1989-91, and as part
of a slightly differently defined segment for 1987-89, 57%.
At the intersection with Bigelow Road
itself, the center of a semi-hamlet, Conn DOT TASR rates are
higher; 224% for 1995-97, 145% for 1992-94, 45% for 1989-91
and 119% for 1987-89. The little neighborhood here, nestled
around an intersection known historically as Bigelow Corners,
has a quaint charm. The Bigelow Road approach is stop sign
controlled and there are some difficult sight lines at the
intersection.
As for types of accidents here, a review
of recent Conn DOT accident data indicates that this location
experienced three fixed object collisions in a seven year
period from 1993-1999, two from the south and one from the
north approaching the intersection on Route 39. Two of the
collisions took place on adverse surface conditions and the
third was affected by high travel speeds. A fourth accident
in this time frame was a head-on turn collision between vehicles
on Route 39 heading in opposite directions.
Moving on from the intersection with
Bigelow Road Route 39 turns southeasterly. On the quarter
mile segment from Bigelow Road to the intersection with Oakwood
Drive, Route 39 TASR rates are climbing, with 118% for 1995-97,
84% for 1992-94, 42% for 1989-91 and 39% for 1987-89.
Route 39 then has an ascending grade,
with landmarks on the right being the New Fairfield Police
Station, the New Fairfield Volunteer Fire Company, and the
side of the Consolidated School, it then proceeds to a complex
intersection with Macbean Drive and Barnum Road. A major landmark
to the southeast here is the Saint Edward the Confessor Catholic
Church.
At Barnum Road some past elevated TASR
rates are noted, with 66% for 1995-97, 114% for 1992-94, 94%
for 1989-91 and 90% for 1987-89. As noted earlier Route 39's
traffic volumes change significantly here, as traffic bound
for the Town Center and the Routes 37 and 39 intersection
is added from Gillotti Road and Barnum Road.
According to HVCEO's traffic engineer
"the configuration of this intersection makes it prone
to turning collisions.' Six total accidents occurred
here in a four-year period from 1993-96, including four turning
collisions. High travel speeds of vehicles on Route 39 may
contribute to this type of accident. There were also two rear-end
collisions during this time period, both involving vehicles
approaching the intersection from the south. There were
no accidents at this location from 1997-99.
ROUTE 39 IN NEW FAIRFIELD
FROM BARNUM ROAD TO ROUTE 37
Route 39 now makes a rapid descent towards New Fairfield Center,
just four tenths of a mile to the east. There is a drop in
elevation here from 750 feet above sea level at Barnum Road
to 620 feet at the Routes 37 and 39 intersection.
West of Butternut Lane is residential
and east of it landmarks on the south side are retail shops,
the Post Office, and a cemetery. On the north there is a recreation
field, the New Fairfield Town Hall and then the New Fairfield
Library.
Very significant TASR problem statistics
here are assigned to Route 39's mileposts 8.92 to 9.13, which
is Route 39 from its intersection with Butternut Lane easterly
past the Town Hall to the intersection with Route 37 in the
New Fairfield Town Center. This segment has an extensive accident
history. The contrast is with the beginning of the segment,
from Barnum Road to Butternut Lane, where 1995-97 TASR's are
below 20%.
Consider these ratings for the Butternut
Lane to Route 37 intersection segment on Conn DOT TASR lists:
1995-97 was SLOSSS 158%, 1992-1994 SLOSSS 167%, 1989-1991
SLOSSS 175%, 1987-89 SLOSSS 153% and even the 1983-85 rate
was SLOSSS 151%.
HVCEO's New Fairfield Center Beautification
Plan dated 11/1998 cites vehicles backing out on to Route
39 in the New Fairfield Town Hall vicinity as a source of
accidents here. Although there were no pedestrian related
accidents recorded in the particular period analyzed by that
study, the 1998 Beautification Plan recommended safety enhancements
for the crosswalk in front of Town Hall.
As for a more complete analysis of accidents
here, a review of recent Conn DOT accident data indicates
that twenty one accidents of various types occurred in a three-year
period from 1997-99 in this location. Fifteen of the accidents
were between Butternut Lane and New Fairfield Town Hall, seven
turning collisions, seven rear end collisions and one fixed
object collision.
The HVCEO traffic engineer's review
states that ?the location of parking on both sides of the
street at New Fairfield Town Hall complicates traffic operations
in this area. Some accidents were a collision between
through traffic on Route 39 and vehicles utilizing the Town
Hall parking spaces. Also, five of the rear end collisions
involved westbound vehicles waiting to turn left into the
Post Office/shopping plaza.?
After a regional competition sponsored
by HVCEO in which it came in first, in April of 1999 New Fairfield
was awarded $160,000 in federal ?Enhancement? transportation
funds, to be matched by $40,000 in local funds, for the pedestrian
enhancement and beautification of Route 39 in front of and
near the Town Hall.
That grant will allow parking spaces
on either side of Route 39 in front of Town Hall to be realigned
and restriped. About five spaces will be lost in the process.
For improved safety, there will be pedestrian islands on either
side of the road in the area of the existing crosswalk. A
portable marker cone in the middle of the road at the crosswalk
during daylight hours may also be authorized by Conn DOT.
This project is intended to improve
traffic and pedestrian safety as well as aesthetics. TASR
accident rates will be monitored by HVCEO to determine the
safety effect of the improvement.
As already noted, HVCEO's 1998 New Fairfield
Center Beautification Plan was adopted in 1999 by the New
Fairfield Planning Commission as an amendment to its 1992
New Fairfield Plan of Development. As such it may legally
be used as the zoning permit review standard for parking,
driveway location and road improvements along Route 39 here
and throughout the New Fairfield Center Area.
For the discussion of Route 39 at its
intersection with Route 37 in New Fairfield Center, the highest
volume intersection in the community, please refer back to
the review of that intersection's issues included within the
Route 37 text.
ROUTE 39 IN NEW FAIRFIELD FROM
ROUTE 37 TO CANDLEWOOD CORNERS
Moving east of the traffic signals, on the minute segment
of Route 39 between mileposts 9.15 to 9.18, from the intersection
with Route 37 to that with Old Route 39, TASR rates are 118%
for 1995-97, 79% for 1992-94, 93% for 1989-91 and 29% for
1987-89. The entrance into Old Route 39 now also serves as
the entrance to the Union Savings Bank. Across Route 39 is
the driveway into the Fieldstone Commons shopping center.
On the next segment, mileposts 9.20
to 9.28 between the Old Route 39 intersection easterly to
the entrance into the Heritage Plaza shopping center, most
TASR rates are quite high, with 214% for 1995-97, 68% for
1992-94, 313% for 1989-91 and 312% for 1987-89. The driveway
of Heritage Plaza is directly across from the main drive into
the former Grand Union shopping center on the north.
As for types of accidents here, a review
of recent Conn DOT accident data indicates that eight collisions
involving turning vehicles occurred at the intersection of
Route 39 and the Heritage Plaza driveway in a seven-year time
frame from 1993-1999, four involving vehicles utilizing the
Grand Union shopping center driveway and four involving vehicles
utilizing the Heritage Plaza driveway. There was one rear
end collision at the intersection of Route 39 and the Grand
Union shopping center driveway. Also, two turning collisions
took place at the intersection of Route 39 and Old Route 39.
According to HVCEO's traffic engineer
"the geometric design of the intersection of Route 39
with the Grand Union and Heritage Plaza driveways should be
evaluated. It is possible that the alignment of the
two driveways could be improved. Perhaps pavement markings
should be added at the driveways to delineate the turn lanes.
Widening Route 39 at this intersection to add left-turn lane
into each of the driveways or provision of a center two-way
left turn lane might also be considered."
These concerns can be addressed by the
pending redevelopment of the supermarket and Playhouse properties
as part of the needed State Traffic Commission permit. There
is some indication as of this writing that the driveway may
be signalized in that process.
Then between the Heritage Plaza driveway
and Old Short Woods Road, a distance of .16 miles, TASR rates
are 70% for 1995-97, 100% for 1992-94, 59% for 1989-91 and
83% for 1987-89, some evidence of rates approaching the level
of concern of 90%.
A landmark here is the Route 39 bridge
crossing over Short Woods Brook. According to the 1998 Beautification
Plan this crossing should be made more attractive as a distinctive
"gateway bridge" to the adjacent Town Center, using
funding from a future federal Enhancement grant.
Then between Old Short Woods Road and
Short Woods Road, a distance of about one tenth of a mile
where the valley of Ball Pond Brook parallels the roadway
on its south side, the pattern of TASR rates as recorded by
Conn DOT is quite high; 111% for 1995-97, 308% for 1992-94,
174% for 1989-91 and 204% for 1987-89.
Examining the types of accidents here,
a review of recent Conn DOT data indicates that 14 accidents
occurred along this segment of road in a seven-year period
from 1993-99 including ten fixed object collisions. These
collisions were evenly dispersed along this segment of roadway.
Seven of the fixed collisions were affected
by adverse roadway conditions and an animal in the road caused
one collision. During this same time frame, there were
also two rear end collisions, one sideswipe collision and
one collision with a pedestrian.
From Short Woods Road to Sawmill Road
in the Candlewood Corners area, which is a small commercial
enclave, TASR rates are 114% for 1995-97, 138% for 1992-94,
62% for 1989-91 and 96% for 1987-89.
Then at the intersection with Sawmill
Road itself, a point where 2000 average daily traffic volumes
rise dramatically from 4,800 to 8,400 due to the cut thru
on Sawmill Road from Route 37, TASR rates are 252% for 1995-97,
50% for 1992-94, and 228% for 1989-91 and 201% for 1987-89.
This location and the Candlewood Corners vicinity are discussed
in depth below.
ROUTE 39 IN NEW FAIRFIELD
FROM SAWMILL ROAD AT CANDLEWOOD
CORNERS NORTHWARD TO FLEETWOOD DRIVE
Along Route 39 between its intersections with Sawmill Road
in the Candlewood Corners commercial area, northerly about
three tenths of a mile to Fleetwood Drive, the TASR accident
rate for 1995-97 was 113%.
But the rate on Route 39 here for 1992-94
was a much higher SLOSSS 327%, 93rd worst in the State and
fourth highest in the Region for that period. The rate for
1989-91 was 161% SLOSSS and for 1987-89 was again SLOSSS designated
at 152%, in total a serious accident history.
For this segment of Route 39 Barkan
& Mess Associates, traffic engineers, in 2000 prepared
an analysis for the HVCEO. According to that accident analysis,
from October 1, 1995 to September 30, 1998, 18 accidents took
place on this 0.27 mile segment of Route 39.
Eleven of the accidents occurred at
the intersection of Route 39 and Sawmill Road, one took place
at the intersection of Route 39 and Fleetwood Drive, and the
remaining six happened in between Sawmill Road and Fleetwood
Drive.
The accidents primarily involve rear-end,
intersecting-turn, and side-swipe collisions. The reported
causes of the accidents include high speeds and poor road
conditions as well as vehicles backing into the roadway, failing
to grant right of way, following too closely, and violating
traffic controls.
The types and reported causes of the
accidents in this area reveal the dual uses of Route 39, both
as access to Candlewood Corners and as a throughway to and
from New Fairfield Center. The relatively slower speeds
of local traffic conflict with the higher speeds of through
traffic as merging takes place near commercial driveways.
Route 39 features a negative grade southbound
south of Fleetwood Drive. There are retail stores and offices
on the west side of the road and a restaurant/convenience
store on the east side at the sharp curve and intersection
near the bottom of the hill. Motorists parked at businesses
along this portion of road back into the roadway when they
depart.
The road levels out at its intersection
with Sawmill Road, where it turns sharply westward. A community
newspaper office is located on the northwest corner of this
intersection, its access directly across from Sawmill Road.
This intersection features poor sight
distance. Northbound motorists on Sawmill Road cannot see
traffic on their left due to the curve in Route 39 and the
close proximity of buildings. Westbound traffic is obstructed
to motorists exiting the news office by vegetation.
The situation is aggravated by the speed
of approaching traffic. Traffic headed north on Route 39 may
be traveling through the district with no intention of slowing
down. To them, Sawmill Road is a blind driveway. Motorists
headed south can be confused by the location and signage at
the Sawmill Road intersection. HVCEO's traffic engineers concluded
with the following recommendations:
Remedy Options: Low Cost/Short-Term:
Install warning signs - Increased use of warning signs
may enhance driver awareness of the problems at the corner.
This may include a blind driveway sign warning Route 39 northbound
traffic of the Sawmill Road intersection. Adding flashing
lights to the curve warning sign for southbound traffic at
this same intersection should also be considered.
Enhance public awareness of the retail
district - This may include decorative signs announcing the
presence of the district to approaching motorists, as well
as an ongoing media campaign.
Lower the speed limit through the area
to 25 miles per hour - The current posted speed limit
on this roadway is 30 miles per hour. However, existing
curve warning signs indicate an advisory speed of 25 miles
per hour. Further investigation may find that the actual
speed limit should be lowered to this recommended speed of
25 miles per hour.
Install a pedestrian crosswalk across
Route 39 at its intersection with Sawmill Road. Prune vegetation
obstructing visibility at the intersection of Route 39 and
Sawmill Road.
Moderate Cost/Intermediate-Term: Install
a flashing beacon at the intersection of Route 39 and Sawmill
Road. Install a textured crosswalk for pedestrian crossing.
Use of color and texture, such as brick or a cobblestone pattern,
can increase the visibility of the crosswalk and alert drivers
to the potential presence of pedestrians. Bold, white
painted edges enhance the effect.
Establish entrance treatments at either
end of the retail district - This might be accomplished through
the use of textured pavements, signage, and landscaping.
Other potential measures include increased curbing or curb
extensions and pedestrian refuges. These features alert
drivers, especially those unfamiliar to the area, that they
are entering a retail district and should be more aware of
pedestrians or local traffic.
High Cost/Long-Term: Modify roadway
width, add roadside delineators, curbing or curb extensions.
Reconfigure driveways - This may include the installation
of curbing to further define the driveway locations.
Minimum spacing and minimum corner clearance of driveways
should be observed.
Relocate access to the community newspaper
office presently located across from Sawmill Road. Cutback
embankment of west side of road along office building frontage,
north of Newspaper offices. Reconfigure intersection of Route
39 and Sawmill Road.
ROUTE 39 IN NEW FAIRFIELD FROM
FLEETWOOD DRIVE TO THE SHERMAN TOWN LINE
The length of the first segment to be discussed here is 2.7
miles, from Fleetwood Drive north to the main entrance to
Squantz Pond State Park. TASR rates for 1995-97 are low, ranging
from 20% to 60%, up to the intersection with Old Bogus Road.
Notable traffic management features
are two closely spaced sets of traffic signals, first at the
entrance to the Candlewood Knolls lakeside community and then
at Candlewood Isles Road, just about 400 feet apart. These
were first installed in 1969.
Route 39 then enters a highly scenic
segment. The state roadway is sandwiched between a very steep
and rocky hillside to the west and the lake shore below. There
are excellent views out across Candlewood Lake to the east
towards Vaughn's Neck and the shore of the Town of New Milford.
As an item of interest along this segment,
in 1994 the Town requested of Conn DOT that a pedestrian traffic
signal be installed on Route 39 to allow easier use of the
crosswalk from the west side parking lot to the Town Beach
on Candlewood Lake. But via correspondence dated 6/2/1994
Conn DOT replied that ?The Department of Transportation is
not generally receptive to installing traffic signals for
the exclusive purpose of facilitating pedestrian crossing....
it is questionable if a traffic signal for seasonal use best
serves the needs of all highway users.?
Continuing north, a landmark at Knollcrest
Road is the large grassed triangular island separating two
approaches from Route 39 to that Road. For Route 39 between
Knollcrest Road along the one quarter mile north to Old Bogus
Road, TASR rates are 59% for 1995-97, 149% for 1992-94, 82%
for 1989-91 and 80% for 1987-89. A landmark to the west of
the intersection of Route 39 with Old Bogus Road is the Squantz
Engine Company Firehouse.
Just to the north and beginning another
highly scenic segment, there are issues involving CT DEP management
of summer crowds when their vehicles use the driveways into
Squantz Pond State Park. These users on certain summer weekends
lead to traffic problems and gridlock on Route 39.
Much of the remaining segment of Route
39 is quite scenic, especially the crossing of the causeway
from which there are spectacular water views northwesterly
into Squantz Pond and southeasterly into the center of Candlewood
Lake.
For the approximately 1.2 miles of Route
39 from the intersection with the driveway into Squantz Pond
State Park, purchased from CL&P for public use in 1951,
northerly to the intersection with Whalley Road, the accident
rate for 1995-97 was a TASR 140% and for 1992-1994 was 127%
but with a SLOSSS designation also attached.
The 1989-91 TASR statistic here is broken
into segments of mileposts 13.03-13.11, near the causeway
to Bogus Hill Road at 134% (63% for 1987-89), at the intersection
with Bogus Hill Road at a high 304% (77% for 1987-89), and
for the remaining distance up to Whaley Road, 107% (1987-89
at SLOSSS 122%).
This about 1.2 miles segment of Route
39 has minimal shoulders and numerous sight line restrictions.
Its analysis below was prepared by Barkan & Mess Associates,
traffic engineers, in 2000 for the HVCEO.
According to their accident review,
over a three-year period from October 1995 through September
1998, 26 accidents occurred along this 1.17-mile long stretch
of Route 39 in New Fairfield.
Seventeen of the 26 accidents were fixed-object
collisions. This type of collision occurs when a vehicle runs
off of the road and hits an object near the side of the road
such as a tree, a utility pole, or an embankment.
The occurrence of fixed-object collisions
is heightened by a combination of adverse surface conditions
and high travel speeds. One rear end collision and two sideswipe
collisions also occurred in this area as a result of high
speeds and slick road conditions.
Overall, adverse surface conditions
contributed to 13 of the 26 accidents. Eight accidents took
place on a snowy surface, four accidents took place on a wet
surface, and one accident occurred when the surface was icy.
Six accidents were a result of high
speeds alone. In those cases, the weather was clear and the
road surface was dry. A change in the character of the land
uses served by the road both north and south of this densely
populated section may contribute to the high speeds. The potential
for pedestrian accidents exists, especially in the more developed
portion of the corridor.
The topography and vegetation along
the sides of the road both add to the hazardous nature of
this roadway. To the west, the bank drops off quickly down
to Squantz Pond. On the east side of the road, the embankment
rises sharply to the Candlewood Hills area. Though there are
storm sewers along the roadway, leaves and debris collect
along the side of the road and can block drainage. Run-off
from the hills can make the roadways wet or, in colder weather,
icy.
For a state highway, this road is narrow,
in some areas only 20 feet wide, and it is encroached upon
by trees and guardrails. While the shoulders are generally
2 to 4 feet in width, in some areas the guardrails are nearly
flush with the edge of the roadway. Visibility along portions
of the roadway is somewhat limited.
The area is residential, and there are
numerous driveways accessing this roadway along its width.
Many driveways are at sharp angles to the road and are steeply
graded, either up to the east or down to the west. This makes
entering or exiting the flow of traffic particularly difficult.
Vehicles slowing down to access a driveway
risk getting rear-ended by faster through-traffic. Vehicles
entering the flow of traffic slowly from a steep driveway
are vulnerable to a turning collision with oncoming traffic
or rear-end collision due to their slow acceleration.
Four accidents took place at the intersection
of Route 39 and Bogus Hill Road, all of which were aggravated
by weather and surface conditions. This location features
a sharp curve just north of where Route 39 crosses Squantz
Pond. Targeted efforts to lessen the risk of accidents should
be directed here.
The remaining 22 accidents along this
segment were evenly distributed with no specific concentrations.
Overall, high speeds and the density of poorly configured
and graded driveways contribute to the accident rate. The
following strategies are offered to begin a discussion:
Remedy Options: Options
are limited by the natural topography and vegetation.
Measures intended to slow traffic may prove effective.
Low Cost/Short-Term:
Install "Slippery When Wet" signs. Install "Blind
Driveway" signs. Provide advance warning of curves with
the use of road signs. Install pedestrian area signs.
Moderate Cost/Intermediate-Term:
Increase enforcement of speed limit - Currently the speed
limit on this road is 35 miles per hour, while the prevailing
speed of motorists is up to 50 miles per hour. Increased
police presence on this roadway may curb excessive speeding.
Additionally, installing more speed limit signs would remind
motorists of the inherent danger of the roadway.
Improve/install pavement markings. Improve
drainage - Further investigation may indicate that accidents
occur in locations where runoff from adjacent banks is freezing
in cold weather. At these locations, improved drainage
may minimize the impact on surface conditions.
High Cost/Long-Term:
Widen lanes - While steep banks limit the application of this
remedy, further investigation may identify specific locations
that could be improved by cutting back vegetation and/or widening
particularly severe horizontal curves. Adjust profile of intersecting
roads/driveways.
While the Sherman Town Line is at milepost
14.51, Conn DOT uses the first landmark in Sherman beyond
the municipal boundary at a delineation point for the final
Route 39 TASR statistic. This TASR segment runs from milepost
14.11 in New Fairfield to milepost 14.56 in Sherman, between
Whalley Road in New Fairfield to Wanzer Mountain Road just
over the line in Sherman.
TASR rates here have a serious pattern:
112% for 1995-97, 48% for 1992-94, 198% for 1989-91 and 184%
for 1987-89. Traffic engineering analysis would be needed
to determine if these rates relate mostly to the intersection
problems of Route 39 with Wanzer Mountain Road in Sherman,
to be documented in that Town's report in this series.
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