Route 15:: The Road to Hartford
By Larry Larned
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About this ebook
Larry Larned
With an extensive background in civil engineering, author and retired highway engineer Larry Larned combines images from his personal collection with a thoroughly researched and informative text to tell the story of the Merritt. Larned also draws images from local historical societies, the State of Connecticut archives, private collections, and newspaper files. Traveling the Merritt Parkway captures not only a part of Connecticut's history but our nation's as well, as transportation became a booming industry in the twentieth century. Join Larry Larned in celebrating the history of the Merritt, and the many who have enjoyed its unique bridges and scenic vistas.
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Route 15: - Larry Larned
nation.
One
PARKWAY MAGIC
Parkways became part of the American consciousness during 1924, when the Bronx River Parkway was constructed through the Bronx and lower Westchester County, New York. Other parkways quickly followed, including the Hutchinson River, Cross County, Saw Mill, and Taconic, but the Merritt Parkway became the charmer of them all. Fully opened to traffic during 1940, the Merritt’s character was influenced by the 19th-century city-beautiful style. This style was popular during a period of American road-building history when attention was devoted to linking urbanized regions with graceful highways built through natural surroundings.
As construction progressed on the Merritt Parkway, a project intended to alleviate congestion on U.S. Route 1, Connecticut State Highway Department planners turned their attention to the next link in Connecticut’s parkway system—the Wilbur Cross Parkway. Studies conducted during the late 1920s and early 1930s indicated serious traffic congestion between New Haven and Hartford on U.S. Route 5. A portion of this traffic was finding its way to Boston while avoiding the tortuous shoreline route of U.S. Route 1, suggesting that an improved road to Boston could become a future highway route. With these concerns in mind and the Merritt Parkway project under way, Connecticut legislators voted to construct the Wilbur Cross Parkway all the way to the Massachusetts state line at Union, Connecticut. This legislation also called for the Wilbur Cross Parkway to pass around Hartford, with one river crossing seven miles below the city and another river crossing above the city. Both the devastation of the 1936 flood of the Connecticut River in Hartford, which had partially isolated the city, and the realization that the congested Bulkeley Bridge was the sole river crossing between the cities of Hartford and East Hartford forced the legislature again to study the Wilbur Cross Parkway route.
The legislature passed a bill in 1939 to finance the planned Wilbur Cross Parkway by charging tolls on the nearly finished Merritt Parkway. This legislation included building a new bridge across the Connecticut River in Hartford—the Charter Oak Bridge. The same legislation postponed the construction of the new bridge below Hartford and specified a temporary merge of the Wilbur Cross Parkway into U.S. Route 5 north of Meriden. This temporary
connection was a political victory for the business interests along the Berlin Turnpike, located just north of the parkway merge to U.S. Route 5.
The Milford Parkway was authorized during 1941. The two-mile section of the Wilbur Cross Parkway joining the toll station with U.S. Route 1 was renamed the Milford Parkway with its own set of distinctive bridges designed by George Dunkelberger. With a bold stroke, the legislature guaranteed the creation of a new route through Connecticut that emphasized parkway design at the southern end.
On November 1, 1949, Gov. Chester Bowles of Connecticut cut a ribbon at one end of the West Rock Tunnel to open the final eight-mile section of road from Greenwich to Union.
THE END OF THE HUTCH, THE BEGINNING OF THE MERRITT. Motorists driving into Connecticut on New York’s Hutchinson River Parkway were greeted with this view of a manicured landscape during 1946. Merritt Parkway landscape architects paid particular attention to blending new vegetation with existing natural growth.
CONNECTICUT STATE HIGHWAY DEPARTMENT LEADERSHIP. Commissioner James H. MacDonald is shown with his senior Connecticut State Highway Department managers during 1907. The department had just completed a study identifying a workable system of interconnected roads for the state. The proposal was passed by the Connecticut legislature during 1913. It established 14 trunk-line routes connecting hundreds of road segments. A similar proposal established Route 15 during 1948.
RIPPLES CUT, WINTER 1935. This section of the Merritt Parkway was referred to as Ripples Cut. Located within one mile of the New York–Connecticut state line, the Ripples Cut section of the Merritt