HVCEO Transportation Planning - NEWTOWN TRAFFIC ROUTE 6

For an understanding of the key traffic safety terms "TASR" and "SLOSSS" that are repeatedly referenced in the discussions below, be sure to review the "Newtown, CT Traffic: Introduction" section.

Route 6 enters Newtown from the west just after Bethel's Jungle Garden Center. It then continues easterly 1.2 miles to the Hawleyville Area near I-84 Exit 9. There it begins to overlap with Route 25 to the Flagpole in Newtown Center, an additional distance of 2.7 miles. It then continues east from the Flagpole for an additional nine tenths of a mile to I-84 Exit 10 where it begins to overlap with I-84 eastbound into Southbury.

From the Conn DOT perspective, important intersections on Route 6 will be those at other Conn DOT arterial or collector designated roadways interacting with it. There are five such intersections; 1) first at the westerly intersection with Route 25 in Hawleyville, which is also a minor arterial, 2) at the immediately adjacent intersection with Sawmill Road # 1 which is a minor arterial, 3) at the intersection with Hanover Road which is a collector, 4) at the Flagpole with West Street as a collector and with Church Hill Road where the Route 6 designation upgrades to a classification of principal arterial. Continuing, Routes 6 intersects with 5) Queen Street as a collector and then enters I-84 which it overlaps into Southbury, CT.

Conn DOT's 1999 average daily traffic volumes show 10,800 vehicles on Route 6 from the Bethel Town Line to the first intersection with Route 25 in Hawleyville. This is followed by a higher volume of 11,400 on the segment to Currituck Road, then up to 17,200 between the intersection with Currituck Road to the second Route 25 intersection at the Flagpole.

Traffic engineering justifications for upgrading of Route 6 were the result of HVCEO's 7/1993 Planning Bulletin 73 entitled "Route 6 Traffic Management Plan." Across the line in Bethel, CT, the 1993 Route 6 Plan projected the need for eventually widening the Route 6 cross section from 2 to 4 lanes. But this major widening of the cross section was not projected by the 1993 Study to be needed on the Route 6 section crossing into Newtown.

Both the 1993 Newtown and 1997 Bethel Plans of Development recognize the relationship between I-84 congestion and the resultant periodic diversion to parallel Route 6. According to the 1993 Newtown Plan of Development "Route 6 is often affected by traffic on I-84. Drivers delayed on I-84 near Exits 8 thru 10 will exit at Newtown for an alternate route and use Route 6."

The Newtown Plan then supports the widening of I-84 thru Newtown to six lanes. Similarly, the Bethel Plan of Development of 1997 states "Bethel would like to see I-84 widened to three lanes each way. This would ease traffic pressure on Route 6."

ROUTE 6 IN NEWTOWN FROM THE BETHEL LINE TO
FIRST INTERSECTION WITH ROUTE 25 (HAWLEYVILLE)
There were no serious existing traffic deficiencies identified in the HVCEO's 1997 Hawleyville Transportation and Development Study for Newtown's initial Route 6 segment. A basic two lane cross section for Route 6, with the addition of turning lanes and two signalized intersections for major developments projected to need them, were predicted to be sufficient in the future under conditions of planned adjacent development. A landmark on Route 6 in this area is the Homesteads at Newtown assisted living facility, on the north side just east of Pogond Brook.

Proceeding easterly on Route 6 to the one tenth mile segment between Pocono Road and Old Bethel Road, where the landmark is a Citgo service station on the south side, the TASR record shows rates for the analysis periods of 1995-97 at 21%, 1992-94 at 135%, 1989-91 at 103% and 1987-89 at 73%, a mixed pattern above and below the TASR threshold of concern of 90% used in this report. Old Bethel Road is a municipally designated collector route.

Just to the east, of historical interest is a traffic circulation improvement concept from the seventies and eighties, calling for the relocation of the Route 6-Taunton Lane intersection easterly about one quarter mile to become a fourth leg of the Routes 6 and 25 intersection. But commercial development on Route 6 precluded the relatively easy development of this concept, and the proposal was not carried forward from the 1981 to the 1993 Newtown Plan of Development.

ROUTES 6 AND 25 OVERLAP IN NEWTOWN FROM
ROUTE 25 (HAWLEYVILLE) EASTERLY TO THE FLAGPOLE
According to HVCEO's 1997 Hawleyville Transportation and Development Study, as business and industry increase in this interstate exit area there will be a need to increase the capacity of the westerly intersection of Route 6 with Route 25, located one third of a mile south of I-84's Exit 9.

TASR data reveals that safety characteristics at this intersection are not problematic. As a busy intersection near I-84, its TASR rates are higher than immediately adjacent Route 6 sections, but recent history here shows moderate rates of 0% for 1995-97, 54% for 1992-94, 49% for 1989-91 and 55% for 1987-89; no rate spikes towards the 90% threshold of concern.

The 1997 Hawleyville Study determined that a capacity expansion will eventually be needed at this key intersection to accommodate Hawleyville's economic growth. That growth will necessitate the addition of a southbound Route 25 left turn lane onto Route 6 eastbound towards the Borough, such that there are two such parallel turn lanes, an expansion from the one here now.

The Conn DOT 2000 I-84 Study has since endorsed the immediate construction of one additional Route 6 eastbound to north turn lane, the longer range traffic forecast for the intersection being outside of that study's purview. A landmark near the northwest corner of the Routes 6 and 25 intersection is the Hot Shots Sports Pub and Cafe.

Importantly, the 1997 Hawleyville Plan also projects that when major economic development arrives at I-84 Exit 9, there will be a need for Route 6 to be widened to four lanes for a distance extending both east and west of the intersection with Route 25. This is to facilitate the organization of traffic using the new thru and turn lanes on Route 25 north of Route 6.

Importantly, regarding the 1997 traffic plan for this area, the Newtown Planning and Zoning Commission adopted it as an amendment to the Newtown Plan of Development on 4/16/1998. Thus it becomes an important base for future permit conditions. Specifically, reasonable private funding for Route 6 and Route 25 traffic improvements in the area may at Newtown's request become part of State Traffic Commission permit conditions placed upon economic growth initiatives here.

Proceeding easterly along Route 6 past the signalized intersection with Route 25, the 1997 Hawleyville Pan recommended permanently closing the western of the two Saw Mill Road intersections (known as Saw Mill Road #1), relying instead upon the eastern intersection (Saw Mill Road #2). This policy would move Saw Mill Road entering and exiting traffic away from the Route 6 and 25 intersection where Saw Mill Road #1 is so close now that it almost serves as a fourth leg to that intersection.

Yet the poor sight line to the west from Saw Mill Road #2 as it enters combined Route 6 and 25 eastbound remains a concern here, evidently not fully addressed in the 1997 Study. Apparently this issue will need more thought before any changes for these two roadways can be confidently recommended. This issue has some additional importance in that Saw Mill Road #2 is designated by Conn DOT as an arterial route and by the Newtown Plan of Development as a collector route.

Economic development in the interior land to the north will be served by a new access road originating here. Turning lanes at the new intersection are to be included for all vehicular movements. This development drive will proceed northerly from its origin on Route 6, after about 850 feet turn westerly, then generally parallel I-84 and terminate as a proposed new development drive on Route 25, just north of the Hawleyville Volunteer Fire Department building, also as recommended by the 1997 Hawleyville Plan.

Transportation planners are advised to recognize that the Borough of Newtown is a uniformly picturesque and highly aesthetic area. Accordingly, the character of roadway decisions are expected to achieve a particularly high standard.

The high point of the Route 6 roadway at 740 feet is reached just easterly of Reservoir Road. Here there is an easterly view over the treetops, followed by a rapid descent necessitating a "trucks use low gear" sign. Yet TASR rates remain low in this vicinity. A landmark is the Newtown Volunteer Ambulance Association building on the south side between Academy Lane and Currituck Road.

Continuing downgrade the traveler arrives at the intersection with Currituck Road. This road is designated as a collector by Newtown but only as a local road by Conn DOT. Used as a local road shortcut between the Borough and northern Hawleyville, a low railroad overpass posted for 10' 6' prevents thru use by large trucks. The TASR accident rate history at the Route 6 and Currituck Road intersection has been consistently very low.

The intersection with School House Hill Road is soon encountered, along the north side of the Soldier's and Sailor's Monument dating from 1931. Although classified as strictly local in function by both Conn DOT and the Town Plan, School House Hill Road has some importance for it provides an alternate crossing point over I-84 and a link to industries on Edmond Road. Given its quiet residential character, several "no thru trucks" signs are posted to limit business use.

The intersection with Hanover Road is found on the south side of the Soldier's and Sailors' Monument. This roadway is classified as a collector by both Conn DOT and Newtown. It proceeds northerly thru residential areas to emerge at Route 133 in Brookfield (via Dingle Brook Lane). For better or for worse, by its strategic intertown connection Hanover Road serves growing commuter traffic from Bridgewater and beyond.

Proceeding southerly towards Edmond Town Hall we now encounter TASR rates that are less moderate. On the section of Route 6 from Hanover Road to the exit drive from Edmond Town Hall (south side of building), the TASR history records a low 19% for 1995-97, but then more elevated figures of 60% for 1992-94, 109% for 1989-91 and 65% for 1987-89.

Conn DOT ruled in 1993 that this location did not warrant the installation of a full traffic signal. A flashing beacon was then also discussed, but the crosswalk here today remains without any kind of accompanying signalization.

Proceeding on to the one tenth mile between the exit drive from the Town Hall southerly to West Street (the two lanes of which straddle the 1792 Newtown Meeting House) just before the Flagpole, the TASR rate history rises higher, with 94% for 1995-97, 56% for 1992-94, 101% for 1989-91 and 173% for 1987-89. Some of this accident activity may reflect collisions related to traffic patterns at the Flagpole, discussed next.

ROUTE 6 IN NEWTOWN AT ROUTE 25,
THE FLAGPOLE INTERSECTION.
This historic intersection, with its extremely high aesthetic value, is the emotional heart of the community. In a very unusual situation, the Flagpole as the symbol of Newtown is positioned in the center of the Routes 6 and 25 intersection. It and its predecessors date from 1876. The current pole was erected in 1950 and is one hundred feet in height.

Average daily traffic volume in 1999 on Route 25 south of the Flagpole intersection was 15,100, and north of it was 17,200. The Church Hill Road-Route 6 approach was estimated at 9,000. The West Street leg of the intersection is designated as a collector route by both Conn DOT and Newtown. Both sources agree that the other three intersection legs function as arterials.

According to that Act "If the flagpole in the center of Newtown has, on the effective date of this act, been nominated to the National Register of Historic Places, no public official... and no state employee.... shall alter, move or remove such flagpole until such nomination has been acted on by the state historic preservation board."

Continuing, "The Town of Newtown shall be liable for all damages resulting from collisions with said flagpole and no cause of action shall be taken against the state for any injury to persons or property resulting from collisions with said flagpole." But time has shown that assigning away such state liability is not this easy.

Once the state removal initiative ended, Newtown requested that HVCEO formulate options to improve safety here while retaining the pole in its current position. The result was HVCEO's 1982 Bulletin 17 entitled "Traffic Flow Study for Route 25 in Newtown." This was the first ever effort to examine improvement of Flagpole related traffic flows with the assumption that the historic integrity of its mid-road location would be maintained.

The study presented five improvement alternatives. Conn DOT participated, stating that it preferred one of the five alternatives, but also proceeded to prepare two related improvement proposals of its own. But these options were rejected by the Town because they eliminated too many on street parking spaces and contained median dividers which eliminated the ability to make some left turns.

This unusual intersection was next examined in the municipally sponsored 1988 Newtown Center Area Traffic Plan. That report proposed improvements which incorporated many of the ideas in the earlier HVCEO and Conn DOT studies including signalization, raised medians on Route 25 extending to mountable medians north and south (which would permit turning movements into driveways), revised intersection geometry to create dedicated turning lanes and improved turning radii, and the conversion of angled parking near the intersection to parallel parking to enable the creation of one additional travel lane.

Five years later, the 1993 Newtown Plan of Development stated of the Flagpole Intersection that it "has been an area of concern for many years. There have been numerous fender-bender accidents at this location, as well as more serious accidents in past years. The perpendicular parking in front of the Town Hall and Meeting House contribute to poor visibility."

Then the HVCEO's 1993 Route 6 Traffic Plan added "As presently operating, opposing left turns cannot occur simultaneously. This is an undesirable situation and reduces the traffic carrying capacity of the intersection." The 1993 HVCEO Plan included a drawing of the Flagpole intersection as it could be signalized, with changes to parking, turning radii, etc.

As objective evidence of this intersection's outstanding aesthetic character, the Flagpole in 1995 received national recognition when it was placed on the cover of the nationally circulated Readers Digest Calendar.

A municipal study process as to traffic issues at the Flagpole was begun in 1994. By May of 1995 the Newtown Police Commission had concluded that "Since there is a downward trend in the number of accidents, the Police Commission does not feel it is warranted at this time to recommend signalization at the Flagpole."

A request to Conn DOT to comment on the declining TASR accident rates and dropping of SLOSSS designations at the Flagpole yielded a letter of 4/11/2001 with the following comment: "The methodology used to develop SLOSSS has remained unchanged during the time periods in question. However, the criteria for reporting accidents have changed, resulting in a decrease in reportable accidents. These changes include the omission of operator reported accidents, and changes to the prescribed dollar amount of damage to the property of any one individual."

As of this writing there is no pressure to make changes at this intersection and none is intended to be stirred up by this inventory report. But should TASR rates spike in the future, and a state mandate for signalization or other change be compelling, a wise tactic by Newtown would be to assess the feasibility of a "roundabout" design solution at this intersection.

Roundabouts have good safety characteristics and the design is now recognized by the Federal Highway Administration. The centers of these circles can have very appealing stone work and a fixed object such as Newtown's Flagpole is considered an asset. An inscribed circle with a radius of about fifty five to sixty feet would be needed.

In 1984 here Conn DOT announced a minor redesign and resurfacing project for part of Route 6. This was from 300 feet west of Queen Street to I-84 Exit 10, as a safety improvement under the federal High Hazard Elimination Program. Only a portion of the project, limited to east of the railroad overpass, was ever implemented. Proposed widening was to vary from 2 to 8 feet so that shoulders and turn lanes could be improved, keeping with a two lane cross section and not expanding to four lanes.

The original larger scope of the Conn DOT 1984 proposal had called for adding an additional westbound lane on Route 6 from the Boulevard westerly to Queen Street, a distance of one fifth mile, with the new second lane ending as a left turn lane into Queen Street. But today the left turn lane falls far short of the Boulevard, beginning easterly of the intersection only in front of the 1924 era Hawley School (a location also across from the back entrance to Queen Street's Eton Centers Shopping Center).

A few years later the 1988 Town sponsored Center Area Traffic Plan recorded that "West of the overpass, Church Hill Road was left unimproved as a result of failure to reach agreement between State and Town officials relative to provision of growing pedestrian activity at the intersection with Queen Street and maintenance of planned increases in drainage capacity."

That 1988 Town funded Plan tied high traffic volumes in this corridor to I-84 access issues. According to the 1988 Study Exit 10 "facilitates movement from I-84 to Route 25 even though during most peak hour periods traffic on this route is subject to substandard operations. Despite these impediments, this route appears to be chosen by northbound motorists on Main Street, as a means of accessing I-84, rather than the option of traveling an additional 3.1 miles of Route 25 to access I-84 at Exit 9."

For perspective, in 2001 a midweek, mid-morning time trial was conducted via alternate routes from the Flagpole to I-84 Exit 9. The travel time over combined Routes 6 and 25 westerly to Exit 9 was about five and one half minutes. Using Route 6 easterly to reach Exit 10, then backtracking westerly on I-84 to reach Exit 9, the time was a greater seven minutes, not supportive of the 1988 statement above.

Corridor traffic improvement policies for this high volume Route 6 segment were last articulated in the Town's 1988 Center Area Traffic Plan. The recommendation with the greatest scope from that 1988 traffic study was for the widening of Route 6 from 2 to a consistent 4 lanes, from Queen Street easterly to I-84. But the dated nature of this recommendation, and its potentially negative aesthetic impact, leave it with questionable validity and public support today.

During the intervening years there has been a major change in the attitude of the traffic engineering community towards the traditional "level of service" A thru F rating scale that is used to evaluate widening needs. The option of retaining two lane roads in central community areas, rather than widening to four lanes, is now seen as much more professionally correct and a necessary concession to traffic engineering's own "context sensitive design" movement.

Proceeding thru the years, the next municipal traffic policy statement relevant to Church Hill Road here is found in the 1993 Newtown Plan of Development. The 1993 Plan designated Church Hill Road as an area of special traffic concern; "Church Hill Road, from Queen Street to the I-84 Exit 10 interchange is an area of concern due to high traffic volumes. A number of accidents occur along Church Hill Road, which are often associated with turning movements at the signalized intersections...." But no specifics as to roadway redesign or cross sectional expansion policy were offered by the 1993 Plan.

But the record shows that the 1993 Newtown Plan of Development did recommend that a curb cut management plan be developed for Route 6 here. While such a plan was adopted in 1996 as part of the Newtown Zoning Regulations for all of Route 25 south of Borough Lane, Newtown Borough and Newtown Town zoning were never amended for curb cut management on their respective segments of Church Hill Road. This task remains to be undertaken.

ROUTE 6 IN NEWTOWN EASTERLY
FROM THE FLAGPOLE TO QUEEN STREET
Moving now in milepost order to the specifics of Church Hill Road's subsections, at the Flagpole, Route 6 separates from Route 25 and turns eastward. There is a fine view eastward over the treetops. Landmarks on the north side are the historic 1903 Newtown Bee newspaper office followed by the more modern 19 Church Hill Road professional building.

As Route 6 descends downgrade to Wendover Road, TASR rates have been low in recent years and never over the threshold of concern; 28% for 1995-97, 14% for 1992-94, 68% for 1989-91 and 71% for 1987-89. It is pleasing to report that average TASR rates have been low at the Wendover Road intersection itself and from there easterly to Queen Street as well.

Again moving easterly, the 1993 Newtown Plan of Development designated the Queen Street shopping district as a "special planning area." The 1993 Plan proposed a substantial redesign of traffic circulation for this shopping area, including a new loop connector road that would provide for an improved distribution of traffic. The loop road was to originate on Route 6 directly across from Wendover Road and extend southerly.

This new access way was to proceed south, then turn easterly to cross Queen Street at the current signalized intersection, then continue easterly across the railroad tracks to link into Commerce Road (requiring a crossing over or under the railroad tracks). But with the completion of the redevelopment of the adjacent shopping center, the opportunity for implementation of this circulation concept now seems lost.

ROUTE 6 IN NEWTOWN AT
THE QUEEN STREET INTERSECTION
The Route 6 eastbound approach to this intersection, which was first signalized in 1974, operates with one thru lane and one exclusive right lane turning south into Queen Street. The westbound approach has a similar configuration, with an exclusive left turn lane to Queen Street.

HVCEO's 1993 Route 6 Traffic Study proposed to restripe the Queen Street approach for separate left and right turn lanes. This has since been accomplished. Then, according to the 1993 Study, for the Queen Street approach to Route 6 eastbound, "add a right turn green arrow signal indication." This has also since been accomplished.

This intersection should be monitored for emerging capacity limitations. Looking well into the future, enthusiasm for the aesthetic roundabout design might also catch on here. As for TASR rates at the busy Route 6 intersection with Queen Street, the average over four reporting periods between 1987-1997 is a pleasingly low 34%.

OTHER ISSUES CONCERNING NEWTOWN'S QUEEN STREET
While the largest shopping center in Newtown is Route 25's Sand Hill Plaza at 160,000 square feet, the second and third largest both front on the north end of Queen Street. These are the Newtown Shopping Center dating from 1962 on the west side, at 115,000 square feet, and Eton Centers on the east side at 46,000 square feet. The two main shopping center drives intersect opposite each other and are signalized. Queen Street also provides access to the Newtown Middle School, a major municipal building dating from 1953.

The traffic counting program in the 1988 Town sponsored Center Area Traffic Plan documented that "the Glover Avenue/Queen Street corridor acts as a heavily traveled route for through volumes oriented to either Route 25 south or Church Hill Road east." This finding has some historical verification, for a 1935 state map designated the combination of Glover Avenue and Queen Street as a state maintained roadway back in that era.

The 1988 Study data show that of eastbound Glover Avenue traffic approaching Queen Street, over 90% turn left up Queen Street during both daily peak hours. Continuing north up Queen Street to the eastbound right turn on to Route 6, over 75% of drivers make this right turn during both daily peak hours. These movements use local roads to bypass the Flagpole intersection.

The Town's 1988 Center Area Traffic Plan included a recommendation for eventual signalization of the intersection of Queen Street with Glover Avenue. A few years later, the 1993 Newtown Plan of Development stated that the intersection of Queen Street and Glover Avenue "has been identified as problematic due to congestion or high accident occurrences."

The 1988 Plan suggested the traffic signal be installed on Queen Street just north of the current traffic island and Glover Avenue. The approaching southbound Queen Street traffic flow, the only movement at this intersection now without stop sign control, would be reorganized from one into two lanes, a thru and right turn lane westerly onto Glover Avenue.

For northbound movements approaching from lower Queen Street, at present the left turn on to Glover Avenue is made south of the traffic island. But in the 1988 recommendation this left turn would be moved north of the traffic island, have its own turn lane, and be controlled by the signal. The north end of the traffic island would be trimmed back to allow for this new left turn.

The Glover Avenue eastbound approach would be widened to provide for exclusive left and right turn lanes, the left controlled by the signal and the right shielded by the traffic island and stop sign controlled. There would no longer be two way movements on the south side of the island, just this right turn southbound onto lower Queen Street.

Will this 1988 suggested future signalization and redesign plan for the Glover Avenue-Queen Street intersection ever be needed, and of equal importance, wanted, by Newtown residents? As traffic volumes here climb, this delicate local question remains for future debate.

A better idea, recommended by HVCEO in 2003, calls for a roundabout at this location. That proposal and others for pedestrian safety on Queen Street are available.

ROUTE 6 IN NEWTOWN FROM QUEEN STREET
TO JUST EAST OF THE RAILROAD OVERPASS
Between Queen Street and The Boulevard, TASR rates have fallen in recent years. On this short .15 mile segment we see 30% for 1995-97, 46% for 1992-94, 48% for 1989-91, and that rate preceded by a more severe 120% with a SLOSSS designation for 1987-89.

Back at the beginning of the twentieth century there was an at grade crossing here. Given the high frequency of rail passenger trains in that time, this crossing became the focus of accidents. The answer then was to tunnel out under the crossing, creating a grade separation. That is why the Route 6 approach descends on an eight percent negative grade eastward towards the overpass, which is steeper than the original natural topography here.

This Conn DOT project increase the vertical clearance of the railroad bridge. It was formerly 12' 10" and to provide a margin of error posted for a slightly lesser 12' 7". This problematic minimum vertical clearance was increased to 14' 6' and be posted for a lesser 13' 6". The maximum legal height vehicle in Connecticut is 13' 6", trucks higher than that operating by special state permit only.

Although there are no local, regional or state policies that at present favor widening Route 6 to a four lane cross section in this vicinity, as a prudent investment for the future the cross sectional width of the new bridge provided an abutment to abutment clear distance of 99 feet, suitable to accommodate a future four lane Route 6 cross section if ever necessary 25 or 50 years from now. The previous distance between the faces of the abutments was only 30 feet.

The raising of the bridge height here will enable higher and large trucks to travel westerly from Exit 10 along Church Hill Road. No projection is available as to the extent of any such new truck traffic, if any. Note also that at the railroad overpass, the Route 6 property frontage leaves the Borough of Newtown and return to the zoning jurisdiction of the Town of Newtown.

For the 1992-1994 period the TASR was 454% SLOSSS, which was also the highest in the Region for that time period. For 1989-91 the TASR was a stunning 612% with SLOSSS, also the highest in the Region and making it then the 8th worst location in the entire state. Looking back further, 1987-89 was a truly stunning 720%, yet again worst in the Region.

Jumping back historically to old TASR lists, for 1982-84 the rate here was 445% SLOSSS and for 1980-82 this segment qualified with a rate of 360% SLOSSS. On 4/12/2000 the Town of Newtown formally requested Conn DOT to undertake an improvement study to address this chronic Route 6 safety problem. Conn DOT is now preparing that improvement plan.

Describing the roadway features in this area, proceeding eastbound after the railroad overpass, a right turn lane begins alongside the Newtown Cleaners building. This then ends at the signalized intersection with Commerce Road. Landmarks are the Commerce Park sign and Union Savings Bank on the south side, a Shell service station to the north.

On westbound Route 6 at the Commerce Road intersection there is a left turn lane into Commerce Road, having its origin to the east at the intersection with Edmond Road. After Commerce Road, eastbound Route 6 reverts back to one lane until it passes an Amoco service station, where another exclusive right turn lane begins, this to terminate at the I-84 Exit 10 eastbound on ramp.

In HVCEO's 1993 Route 6 traffic study the high accident rate here is attributed to "the volume of traffic and the number of driveways serving the numerous developments in this area... The collision types indicate vehicles following too closely as vehicles slow down to exit the travelway into the adjacent developments, and conflicting vehicle movements as vehicles exit the development and enter the travelway."

A related statement in the 1993 report was that "motorists traveling on Route 6 eastbound approaching the Commerce Road intersection are provided limited sight distance. Vehicles tend to stop abruptly when vehicle queues are developing at the traffic signal" The 1993 Newtown Plan of Development states that "In the future, under current conditions, the intersection of Commerce Road and Church Hill Road (Route 6) is expected to operate at unacceptable conditions."

For this segment of Route 6 in 2000 traffic engineers engaged by HVCEO prepared an analysis. They found that a significant concentration of the accidents are located from Edmond Road easterly to the I-84 eastbound Exit 10 on and off ramps. Twenty-nine of the fifty-three accidents occurred within this 250-foot section which features commercial driveways serving the Amoco gas station and the Blue Colony Diner, both on the south side of Route 6.

The accidents which took place within this segment are primarily head-on turn collisions, along with some collisions involving intersecting turns or rear ends. All of the rear-end collisions were caused by a driver following another vehicle too closely. This situation is often aggravated when vehicle queues are developing at the traffic signal.

The remaining collisions on this segment involved either an intersecting turn or a head-on turn and took place at one of the commercial driveways just west of the I-84 eastbound ramps. These accidents generally occurred when motorists turned left into or out of a commercial driveway and met with traffic traveling on Route 6. In most cases, a westbound vehicle turning left into a commercial driveway failed to grant right of way to oncoming traffic.

Remedy options include installation of a median divider or left turn lane at the Blue Colony Diner driveway and establishing four traffic lanes in the roadway. Also, a reconfiguration of the Blue Colony Diner driveway to consider one two-way driveway in lieu of two drives separated by an island. As noted, Conn DOT is now conducting its own review of this situation.

Supplemental comments by HVCEO's traffic engineers were then made on a proposal to realign Edmond Road to Commerce Road. These roads are offset by about 650 feet. It should be noted that Edmond Road is privately owned and provides access to two of Newtown's largest employers, Pitney Bowes, Inc. and Union Camp Corporation. Commerce Road is also host to many employers. This improvement concept is also under review by Conn DOT.

Some observation by Conn DOT in October of 2001 were that initial studies indicated that a median concept is not viable, widening to extend current turn lanes may assist, the relocation of Edmond Road westerly may be further evaluated, and that further analysis by Conn DOT on this problem area is in progress.

Correspondence to HVCEO from Conn DOT dated 2/1/2002 reviewed the traffic situation. The Department had prepared a conceptual traffic plan that relocated Edmond Road northerly such that it would create an interchange with Route 6 at Commerce Road. The plan would "provide a longer westbound left turn lane into Commerce road and an additional eastbound through lane on Route 6. The relocation of Edmond Road should help to reduce angle type collisions and improve the accessibility for the high percentage of trucks that enter and exit Edmond Road." However, Conn DOT indicated the needed funding of $3,346,000 was not currently available.

Taking a more global look at traffic circulation in the vicinity, according to the 1993 Newtown Plan of Development, at the point on adjacent Commerce Road where it turns from south to east, by an area of wooded undeveloped property, a new third intersection leg should eventually be developed to allow for a new road southward into the municipally owned and redeveloping Fairfield Hills Hospital property. Just to the south of the vacant frontage lots here the Town of Newtown owns 37 acres planned for a technology park which would be served by this access.

According to the 1993 Newtown Plan of Development this new road would continue south for three quarters of a mile, paralleling the railroad tracks, bridging Deep Brook and terminating at Route 860 (Wasserman Way) across from Mile Hill Road South. But an update of this plan may be to align the route more westerly to tie into the traffic signal constructed by Conn DOT at the intersection of Trades Lane and Wasserman Way. Due to its strategic location, the opening of such a new connection would appeal to some drivers now using the more circuitous Route 6 to Queen Street to Glover Avenue to Route 25.

ROUTE 6 IN NEWTOWN AT I-84 EXIT 10
The 2000 Conn DOT I-84 Plan recommends a major expansion for Exit 10. According to that Plan "Both eastbound and westbound off-ramps are loop ramps that do not have adequate design speeds based in current standards." Accordingly, there are two major changes planned to remedy these deficiencies, leading to the reconfiguration of ramps into a more standard diamond interchange.

The current eastbound off ramp will then be removed, the eastbound on ramp remaining in place. From the perspective of driving eastbound along I-84 approaching Exit 10, the Exit 10 off ramp will start earlier and end earlier, no longer passing under the overpass and making a turn of more than 180 degrees to reach Route 6.

In a similar manner, a new westbound I-84 off ramp will be built to approach Route 6 (actually unmarked State Route 816 at this point) directly across from the current combined westbound Exit 10 on and off ramps. A channelized right turn lane will allow Sandy Hook bound traffic to bypass the signal and proceed easterly along Church Hill Road.

The current I-84 Exit 10 westbound off ramp will then be removed, the westbound on ramp remaining in place. Again from the perspective of a driver traveling along I-84, in the westbound direction the Exit 10 off ramp will start earlier and end earlier, no longer passing under the overpass and making a sharp 180 degree turn to reach Church Hill Road.

Also according to the Conn DOT 2000 Study, "The sight distance along Route 6 to the north will be improved with the proposed westbound off-ramp realignment." In addition, "The existing Route 6 structure over I-84 does not require widening; the existing three lane cross section is maintained," and "Coordination of traffic signals along Route 6 at the eastbound and westbound ramps and Commerce Road intersections is recommended." Note that the signal at Commerce Road became operational in 1978, those at Exit 10 were newly installed in 1986.