This 2006 photo shows the northbound CT 189 Expressway at the split for CT 187 (South Main Street) in North Bloomfield. (Photo by Steve Anderson.)

Planning for the CT 189 Expressway began in the late 1940's, when state and regional officials proposed a landscaped parkway in Hartford's western suburbs. The north-south route, which was to provide full access control, was to connect the East-West Expressway (today's I-84) with the Northwest Expressway (US 44, unbuilt). It was to be constructed along the banks of the North Branch of the Park River.

According to plans developed by the Connecticut Highway Department, the Regional Plan Association and the Tri-State Transportation Commission in the early 1960's, the CT 189 Expressway was to be part of an extended CT 9 Expressway. Beginning at the "Sisson Avenue Connector" (EXIT 46 on I-84) in Hartford, the expressway was to have interchanges at the unbuilt I-291 beltway near Bloomfield and at the unbuilt CT 20 Expressway extension near Granby.

In 1960, a 1.4-mile section of four-lane expressway opened in North Bloomfield. This short section of expressway, which was re-designated CT 189 in 1963, shares its designation with CT 187.

According to the Connecticut Department of Transportation (ConnDOT), the CT 189 Expressway carries approximately 20,000 vehicles per day (AADT).

The CT 189 Expressway through Bloomfield, shown under construction in this 1959 photo. This section was to have been part of an extended CT 9 Expressway. (Photo by Connecticut Highway Department.)

THE WOODS RIVER BOULEVARD: In 1947, as part of the postwar development program, the Hartford Department of Engineering proposed a network of controlled-access highways that was to connect Greater Hartford with other parts of Connecticut. One such route, the Woods River Boulevard, was to be a constructed as a landscaped parkway.

The parkway was to relieve congestion on existing north-south routes, as well as provide a feeder route to the East-West (I-84) and Northwest (US 44) expressways. In addition to the termini at the I-84 and US 44 expressways, interchanges were to be constructed at Farmington Avenue and Asylum Avenue.

The city's engineering report emphasized that constructing the parkway would be the optimal choice to preserve the Park River:

In the western part of the city opportunity exists to develop an excellent north-south route... along the edge of the floodway of the river locating in a landscaped reservation that would combine the highway right-of-way with a protective belt along the river... A most attractive and scenic route could be developed through land not particularly suitable for building.

Two years later, in a report that carried the blessing of New York "master builder" Robert Moses, the engineering firm of Andrews and Clark concurred with the Hartford Department of Engineering recommendation for the Woods River Boulevard. The proposed parkway was to be designed in typical Moses fashion:

West of the business district an unusual opportunity exists for a feeder between the East-West Expressway and Albany Avenue to server the large residential neighborhood in the area. It should be built as a parkway, limited to pleasure vehicles, and generous landscaped borders should be provided... while its construction could be deferred for some time, the right-of-way should be acquired soon before building development, now encroaching, catches up with it.

EXPRESSWAY PLANS THWARTED: In 1955, with automobile-only parkways falling out of favor, the Connecticut Highway Department initiated plans for a controlled-access expressway that would be open to all vehicles. The proposed northern extension of the CT 9 Expressway was to be constructed from I-84 in Hartford north to the vicinity of Granby. Interchanges were to be constructed at Farmington Avenue, US 44, I-291 (unbuilt), CT 187, and either the CT 10 Expressway (unbuilt) or CT 20 Expressway extension (unbuilt). Like the earlier Woods River Boulevard proposal, it was to follow the North Branch of the Park River.

The expressway project, now known as CT 189, remained on state highway plans throughout the 1960's, when various proposals were floated to complete the "missing links" of the expressway. A 1968 statewide master highway plan estimated the cost of the 6.3-mile-long, four-lane link at $38 million. It was scheduled for completion by 1975.

However, transit proponents in the area had other ideas. In the mid-1970's, the Greater Hartford Transit District proposed a 19-mile-long, modern electric trolley system from downtown Hartford to Bradley International Airport. The $452 million transit project, which was expected to attract 18,000 riders per day, was to run along the right-of-way of the former Griffin rail line, the same right-of-way that the CT 189 Expressway was to utilize.

The expressway project, now known as CT 189, remained on state highway plans throughout the 1960's, when various proposals were floated to complete the "missing links" of the expressway. A 1968 statewide master highway plan estimated the cost of the 6.3-mile-long, four-lane link at $38 million. It was scheduled for completion by 1975.

However, transit proponents in the area had other ideas. In the mid-1970's, the Greater Hartford Transit District proposed a 19-mile-long, modern electric trolley system from downtown Hartford to Bradley International Airport. The $452 million transit project, which was expected to attract 18,000 riders per day, was to run along the right-of-way of the former Griffin rail line, the same right-of-way that the CT 189 Expressway was to utilize.

The official death of the CT 189 Expressway can be traced to 1980, when the Connecticut Department of Transportation (ConnDOT) released its Greater Hartford Study. In this report, which incorporated many of the recommendations of the Greater Hartford Transit District, ConnDOT advocated transit alternatives along the CT 189 and other unbuilt highway corridors.

EXPRESSWAY VESTIGES: Two short vestiges of the CT 189 Expressway remain. In addition to the 1.4-mile-long North Bloomfield section that opened in 1960, a three-level interchange and access ramps to Sisson Avenue were constructed from I-84 in 1969. These ramps carry the unsigned CT 503 designation.

This 2006 photo shows the Sisson Avenue connector from I-84 EXIT 46 in Hartford. The connector was planned to be part of the CT 189 Expressway. (Photo by Steve Anderson.)

SOURCES: Regional Highways: Status Report, Tri-State Transportation Commission (1962); "Expressway Plans," Regional Plan Association News (May 1964); Connecticut Highway Needs, Connecticut Highway Department (1967); Planning for the Future, Connecticut Highway Department (1968); Greater Hartford Study, Connecticut Department of Transportation (1980); "From Here to There," Simon Pure Productions (1998); Scott Oglesby; Alexander Svirsky.

  • CT 189 and CT 9 shields by Barry L. Camp.
  • Lightpost by Millerbernd Manufacturing Company.
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CT 189 EXPRESSWAY LINKS:

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  • CT 189 exit list (coming soon).
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