The initial portion of Sherman's Route 37 extends five miles from the New Fairfield Town Line northerly to its north junction with Route 39 in Sherman Center. From that intersection it runs easterly about 1.4 miles to the New Milford Town Line, for a total distance of about 6.4 miles.

Route 37 throughout Sherman is designated by Conn DOT as a rural major collector route. The route number 37 dates from 1932, prior to which it was known as Route 136.

From the Conn DOT perspective, important intersections on Route 37 will be those at other Conn DOT arterial or collector designated roadways interacting with it. There are two such intersections; in Sherman Center at the southern junction with Route 39 and then again at the northern junction with Route 39 which is like Route 37 also a rural major collector route.

The 1978 Town Plan noted several Town maintained roads that from the local perspective warranted designation as collector routes. Along Route 37 these included Leach Hollow Road, Chapel Hill Road, Cozier Hill Road, Wakeman Hill Road, Briggs Hill Road, and east of the Town Center Hubbell Mountain Road.

The local road name applied to the first five miles of Route 37 is Greenwoods Hill Road, northerly to the north intersection with Route 39. From that point easterly to the New Milford Town Line this state route is known locally as Barnes Hill Road.

Conn DOT's 2000 average daily traffic volumes show 2,700 vehicles on Route 37 along the initial segment from the New Fairfield Town Line north to the south junction with Route 39, then about double that to 6,000 along the .45 mile segment as Routes 37 and 39 overlap thru Sherman Center, then 4,700 vehicles east of the Center and continuing to the New Milford Town Line.



ROUTE 37 IN SHERMAN FROM THE
NEW FAIRFIELD TOWN LINE NORTHERLY
TO THE CURVE AFTER TOLLGATE BROOK
Entering from New Fairfield, aesthetic values are high as the traveler passes first Deer Pond and then Valley Pond. There are no high TASR rates in evidence on Route 37 in this vicinity. This part of Sherman, drained by Quaker Brook, is tributary to water supply watersheds in New York State that serve the New York City Area.

The edge of the Quaker Brook Watershed can be found on Route 37 at a high point elevation of 800 feet, on a rise in the road after Valley Pond and just before Timber Lake Road. Here Route 37 enters the Candlewood Lake Watershed, designated by the HVCEO Growth Guide as a potential future water supply source.

Proceeding on without TASR rates of concern another .6 miles, the 1978 Sherman Plan of Development cited the intersection of Route 37 with Leach Hollow Road, aside Lake Mauweehoo, as one of eight high accident locations in Sherman, using Conn DOT 1972-75 TASR statistics as base data. There is an attractive grassed triangular island at this intersection.

But recent Route 37 TASR rates for the intersection with Leach Hollow Road do not indicate a significant problem; 63% for 1995-97, 0% for 1992-94, 0% for 1989-91 and again 0% for 1987-89.

Even the most recent rate of 63% is beneath HVCEO's 90% threshold of priority concern. One wonders if the 1978 analysis could have been referring to the intersection of Leach Hollow Road and Route 39 to the east, a location with considerable past history of higher TASR rates.

Continuing our review, on the segment of Route 37 between Coburn Road East upgrade northerly to the grassed triangular island at Chapel Hill Road, the first significant TASR rates are found. For this approximately six tenths of a mile segment, TASR rates are 32% for 1987-89, 105% for 1989-91, down to 55% for 1992-94, and then up to 203% for 1995-97.

There are multiple sharp curves and limited sight lines in this section, factors no doubt partially responsible for the 25 mile per hour posted speed limit and the TASR rate history.

For the Chapel Hill Road and Route 37 intersection alone the TASR rate for 1995-97 was 127%. But this may be an anomaly, that is a few accidents that are not part of a pattern tied to deficient roadway geometry, and not statistically significant, as the 1992-1994, 1989-1991 and 1987-89 TASR reporting periods were all 0% here.

As noted Chapel Hill Road was a locally designated collector route in the 1978 Town Plan. At the New York State Line it continues westerly as South Quaker Hill Road, reaching NY Route 22 about 3.8 miles west of the Sherman Town Line.

Wakeman Hill Road to the north was also designated a collector by the 1978 Town Plan, continuing westerly into the Town of Pawling in New York State as Dutchess Countyês Route 67.

After passing the intersection with Wakeman Hill Road on the west and Cozier Hill Road on the east, at an elevation of approximately 945 feet, Route 37 begins its descent towards its intersection with Route 39 in Sherman Center, at elevation 500 feet, in the process following Greenwood Brook and then Tollgate Brook.



ROUTE 37 IN SHERMAN FROM CURVE
AFTER TOLLGATE BROOK TO ROUTE 39
(SOUTH JUNCTION) IN SHERMAN CENTER
On a down slope just after Tollgate Brook, there is a sudden and major change of direction of Route 37, from northerly to southwesterly. It is at this curve that the 1978 Sherman Plan of Development proposed the origin of a future Route 37 bypass of Sherman Center. While this concept is discussed below, it should be noted that the idea was not carried over into the 2001 Sherman Master Plan.

The proposed Route 37 Sherman Center Bypass concept would have continued Route 37 northwesterly rather than southwesterly, carrying traffic to a new intersection with Route 39 just north of the Mallory Town Hall. This initial segment would involve about 3,300 feet of new construction.

A spur from this segment of the Sherman Center Bypass would have led southwesterly to Sherman Center, connecting south of Sawmill Road.

From the initial terminus at Route 39, another phase of the bypass concept would continue westerly approximately 1900 feet, to terminate at the intersection of Route 37 with Holiday Point Road.

The advantages and disadvantages of the Bypass have not been formally evaluated. If interest is revived in this idea, a license plate survey of moving vehicles would be needed to estimate the traffic volume diversion potential from the Routes 37 and 39 overlap section in historic Sherman Center. Such a traffic statistical base would be a key component of determining preliminary cost-benefit.

As for possible negative impacts, the ability of zoning to prevent commercial development sprawl on the new road would need careful thought. On the other side, advantages would be in the improved livability and lesser thru traffic in the bypassed Center area.

A letter from Conn DOT to HVCEO dated 9/5/1990 states that the proposed Bypass "is not included in any Connecticut DOT transportation plans for the future. The CT Arterial System Study does not indicate future capacity or congestion problems on CT Routes 37 or 39 in this area, through the year 2010. As such, from a regional or statewide transportation needs basis, we do not see justification for the construction of a Sherman Center Bypass."

Returning to the discussion of existing Route 37, the 1978 Sherman Plan of Development cited this sharp curve area on Route 37 after crossing Tollgate Brook as one of eight high accident locations in Sherman, using Conn DOT 1972-75 TASR statistics as base data. Other than the logic of bypass geometry, perhaps this is another reason why the Sherman Center Bypass was to originate at this location.

But recent TASR rates in the vicinity of the curve where Route 37 shifts from northerly to southwesterly are 68% for 1995-97, 51% for 1992-94, 32% for 1989-91 and for 1987-89 59%, not insignificant, yet all beneath the threshold of priority concern of 90%.

Continuing on down to Route 39, the 1978 Sherman Plan of Development also cited the southern of the two intersections of Route 37 with Route 39 as one of the eight high accident locations in Sherman at that time. Recent TASR rates here, assigned by police reports to just the Route 37 leg of the intersection, are very low; 0% for both 1995-97 and 1992-94, 19% for 1989-91, and 17% for 1987-89.

But this Route 37 statistic above is somewhat misleading as the TASR accident rates developed by Conn DOT for the two Route 39 legs of the intersection are in contrast quite high. They are 0% for 1995-97, but 119% for 1992-94, then a very high 296% for 1989-91 and also a very high 269% for 1987-89.

Route 39 at this intersection is stop sign controlled, meeting Route 37 at a sharp angle. The other two state roadway legs do not have stop signs. The driveway to a retail center containing stores and the local post office forms the fourth leg to the intersection.

A 2001 traffic engineering report to HVCEO concerning this intersection indicated that the eight accidents which occurred at this location in a seven-year period from 1993-1999 consisted of two rear end collisions, two backing collisions, two fixed object collisions, one angle collision and one collision involving turning vehicles.

Both fixed object collisions involved vehicles heading northbound on Route 39 under snowy conditions, that direction being stop sign controlled at the intersection.

According to the report "Limited visibility may have contributed to the two rear end collisions that involved northbound vehicles stopped at the stop sign. High speeds may have contributed to these four accidents, possibly warranting additional warning signs along the northbound Route 39 approach to the intersection."

The four remaining collisions took place at the intersection of Route 39 and the commercial driveway to the Post Office/shopping plaza. According to HVCEO's traffic engineer "The location of the commercial driveway beyond the stop bar renders this an awkward four-way intersection. While reconfiguring the intersection of Route 37 and 39 to provide a right angle for Route 37 northbound at Route 39 would be desirable, an initial step would be to relocate the commercial driveway southerly out of the intersection and the stop bar northerly on Route 39 in closer proximity to Route 37."

The above comment should be considered as preliminary, subject to review and evolution is a later more in depth study phase, should that analysis ever be determined to be needed.



ROUTE 37 IN SHERMAN FROM ROUTE 39
(SOUTH JUNCTION) IN SHERMAN CENTER
TO ROUTE 39 (NORTH JUNCTION)
Conn DOT 2000 average daily traffic volumes show that the almost one half mile of overlap of Routes 37 and 39 thru Sherman Center has, not surprisingly, the highest volume of any state roadway segment in the municipality.

The year 2000 volume here was 6,000. To the south of the overlap area, the volume on Route 37 is 2,700 and on Route 39 3,000. To the north, Route 37 easterly has 4,700 and Route 39 northerly 4,200.

This is a scenic hamlet area with such landmarks as Colonial Park, Holy Trinity Catholic Church, and historic homes near the edge of combined Routes 37 and 39.

From the intersection with Old Greenwoods Road north to Sawmill Road, there is a slight historic elevation in Conn DOT TASR rates, yet not statistically significant enough overall to be of concern; 105% for 1987-89, 38% for 1989-91, 55% for 1992-94 and 19% for 1995-97.

In this section Route 37 passes over Sawmill Brook, a major tributary to nearby Candlewood Lake. In the late nineties Conn DOT determined that the 1928 bridge here was aging and in need of replacement. The old bridge with a width of about 28 feet was replaced in 2000 with a new bridge having a width of 30 feet, allowing for two 12 foot lanes and two 3 foot shoulders.

As part of this project town officials negotiated with Conn DOT for a special aesthetically designed bridge replacement. Their success is reflected by the fact that instead of the cement Jersey barriers originally planned for the sides of the replacement bridge, there is now a russet colored three rail metal system leading to concrete end blocks covered with very attractive stone veneer. This Sherman example of demand for high aesthetic standards should be noted by other communities in the Housatonic Region.

The intersection with Sawmill Road is soon encountered, the historic center of this small village area. Landmarks are the Old Store on the south corner, the Sherman Library on the north corner, and the Senior Center to the west. The old time lamppost with sign in the small center island here serves as a symbol of the Town.

The 1978 Sherman Plan cited eight high accident locations using 1972-75 TASR statistics, and one of these was on Route 37 at Sawmill Road. But more recent TASR rates for this intersection are modest; 31% for 1995-97, 65% for 1992-94, 32% for 1989-91 and 0% for 1987-89.

TASR rates rise from the intersection with Sawmill Road on the one tenth mile north to the intersection of Routes 37 and 39. On this segment we see 91% for 1987-89, 48% for 1989-91, 0% for 1992-94 and 144% for 1995-97.

Moving on, landmarks at the Routes 37 and 39 northern intersection include the driveway to the Sherman School serving as a fourth leg to the intersection, Rizzo's Garage on the northeast corner, and the historic Sherman Playhouse building up slope behind greenery to the northwest. Older topographic maps show that this intersection once had a triangular central island; a roadway cut off on the west has since been removed.

Improving pedestrian access in this entire vicinity is an issue for the Town. According to the 2001 Sherman Master Plan a goal is to "develop and present to the people of the Town a plan for pedestrian walkways within the Town Center, such that those using the Center, including schoolchildren, can move between the major locations of the Center other than by walking on heavily traveled state highways and town roads."

Concerning this area, on 8/4/2000 the Sherman Planning and Zoning Commission expressed its concern to Conn DOT that the upcoming Route 37 reconstruction project give "special attention to the safety of pedestrians and the school driveway intersection with Route 37/39." Conn DOT responded 11/27/2000 that it was not in favor of raised or "textured" sidewalks for this vicinity due to difficulties with their maintenance.

Also as part of the 8/4/2000 response, Conn DOT stated that "For the intersection of Routes 37 and 39 and the proposed school driveway, we believe our standard school crosswalk design, combined with appropriate signs and a crossing guard, will be sufficient to warn motorists of the possibility of pedestrians and inform pedestrians where they should cross."

When the 1978 Sherman Plan cited eight high accident locations one of these was the northern intersection of Routes 39 and 37. For accident statistics assigned to the two Route 37 legs of the northern Routes 37 and 39 intersection, the TASR was 0% for 1995-97, 0% for 1992-94, 47% for 1989-91 and 27% for 1987-89.

Rates assigned to the Route 39 leg were higher: 101% for 1995-97, 135% for 1992-94, 96% for 1989-91 and 28% for 1987-89.

An HVCEO traffic engineering report during 2001 for this location found that of the nine accidents which occurred over a seven-year period from 1993-1999, eight of them were rear-end collisions and one was a fixed object collision.

The fixed object collision involved a southbound vehicle on Route 39 on wet surface conditions. The eight rear end collisions occurred on the Route 37 northbound approach to the intersection where vehicles stop prior to turning left on to Route 39. This seems somewhat at odds with the low TASR; perhaps accidents assigned to the Sawmill Road north to Route 39 segment are coming into play.

Conn DOT District 4 official Stephen Martinsen commented in October of 2001: "Could the rear end accidents be due to a lack of bypass width? There is a slight vertical crest just to the south on that approach, and maybe this is just enough so that there is reduced sight distance to a vehicle stopped waiting to make a left turn onto Route 39 north."

Continuing, Does the upcoming reconstruction project for Route 37 {to the east} provide a bypass area if there currently is not one? If it does not, and there is a problem here, should we consider it? At this preliminary juncture, I believe that Conn DOT could support a change to their design if there is support from the Town."



ROUTE 37 IN SHERMAN FROM ROUTE 39
(NORTH JUNCTION) EASTERLY TO NEW MILFORD
Just past the intersection, landmarks are the Sherman Common retail and business buildings on the north and the Sherman School fields to the south. While there are no outstanding TASR rates here, Town officials indicated 10/2001 that a dip in the pavement just east of Sherman Common is considered dangerous by local residents and may be improved by the upcoming Route 37 reconstruction project.

Moving on to the signalized intersection with Holiday Point Road, Jericho Road South and Brinsmade Lane, this is the only traffic light in Sherman. It became operational in 1959, obviously compensating for the very poor sightlines from town roads entering Route 37 here. The most recent Conn DOT TASR rate here was 96% for 1995-97, but preceded by lower rates of 29% for 1992-94, 40% for 1989-91 and 46% for 1987-89.

On Route 37 from Brinsmade Lane easterly to Hubbell Mountain Road, the TASR rate history is 142% for 1987-89, 66% for 1889-91, 23% for 1992-94 and 71% for 1995-97.

As already noted the 1978 Sherman Plan of Development cited major accident locations in that decade. One of these was Route 37 at its intersection with Hubbell Mountain Road. But recent TASR rates for this intersection by itself are extremely low; 0% for 1995-97, 0% for 1992-94, 35% for 1989-91 and 0% again for 1987-89. Perhaps the 1978 analysis was referring to the traffic safety problems documented by TASR rates on Route 37 east of Hubbell Mountain Road.

From Hubbell Mountain Road easterly to Stilson Road in New Milford are recorded a modest TASR of 64% for 1995-97, 66% for 1992-94, but preceded by 161% with a SLOSSS designation for 1989-91 and for 1987-89 153%, again with the serious SLOSSS designation.

Through State Project #127-83, Conn DOT is to make safety improvements on Route 37 in this vicinity. That project's limits go beyond the high hazard reporting area cited above, running from the vicinity of the intersection with Route 39 in Sherman Center easterly to the intersection with Route 7 in New Milford.

Correspondence from Conn DOT to Sherman dated 3/11/1998 described State Project #127-83; "The purpose of the project is to improve safety and extend the service life of the roadway. Reconstruction includes minor realignment of three section of roadway, roadway widening to a uniform width of 30 feet, and drainage improvements."

At a public informational meeting held by Conn DOT in Sherman in April of 1999 it was stated that the three areas to be redesigned were 1) the five way intersection where Holiday Point Road, Jericho Road and Brinsmade Lane intersection with the two legs of Route 37, 2) lessening the curvature at the approaches to the Osborn Farm/White Silo Farm, (about 1500 feet east of Hubbell Mountain Road), and 3) lessening the curvature near the top of Barnes Hill west of the New Milford Town Line.

A letter of comment dated 8/4/2000 concerning this project was forwarded from the Sherman Planning and Zoning Commission to the Connecticut DOT. The Commission stated that Conn DOT "had made a commendable and sincere effort to balance solving the legitimate safety issues with preserving the aesthetics and rural character of the Town."

But remaining concerns by the Commission in its letter included Conn DOT commitment to use of 3 cable guardrails with brown/russet posts, a landscaping plan for the project, preservation of scenic rock outcroppings as much as possible, and aggressive pursuit of improving Route 7, "thereby reaffirming that it, not Route 37, is to be the main north-south corridor."

It should be noted that Route 37 in the vicinity of the White Silo Farm is the boundary line between the Candlewood Lake Watershed to the west, designated by the HVCEO Growth Guide as a potential future water supply source, and on the east drainage courses flowing directly to the Housatonic River.

And finally as an historical note, the Connecticut Guide of 1935 extolled the good view from Route 37 in the vicinity of the Sherman-New Milford Town Line. This view remains to be enjoyed today.