Appendix H Locational Impacts of Trans Theme Packages

Appendix H Facility Specific Impacts of the Transportation Theme Packages Appendix H Facility specific impacts of the Transportation Theme Packages

Appendix H discusses the facility specific impacts of the transportation theme packages. The appendix is divided into three parts. Part 1 (page H-2) lists the analyzed transportation options for each grouping within each theme. Part 2 (Page H-4) lists the facility specific impacts of each of the options. Part 3 (page H-15) describes the key findings of these analyses.

Part 1 – Analyzed Transportation Options for Each Theme and Grouping

Interstate Theme

Interstate 1 (Grouping 1) -- This package includes primarily system management types of strategies: · #2 - Increase speed limit on the Maine Turnpike from 55 mph to 60 mph between 6A and 9 and on Falmouth Spur · #3 - Reconfigure Falmouth Spur/I-95/I-295 Interchange in Falmouth · #4 - Add SB lane on I-295 between Exit 3 (Westbrook St) and 4 (Route 1) in South Portland · #5 - Add NB lane on I-295 between Exit 6 (Forest Ave) and 7 (Franklin St) in Portland · #7 - Regional Ring road (keeps Route 703 as freeway facility) · #11 - Reconfigure I-295 Exit 4 in South Portland (not modeled) · #12 - Ramp reconfiguration of Exit 3/Westbrook Street in South Portland · #13 - Full interchange at Route 26/100 and Falmouth Spur in Falmouth · #6 - Regional Toll system with new toll plaza per latest Maine Turnpike Authority concept at Exit 7 (keeping Exit 6A plaza) and removing other plazas on Turnpike and Falmouth Spur.

Interstate 2 (Grouping 2) -- Adds Turnpike widening to increment 1: · #1 - Widen Turnpike from 6A to 9 and increase speeds from 55 mph to 65 mph in South Portland, Portland and Falmouth.

Interstate 3 (Grouping 3) -- Adds new alignment roadway to increment 1 and 2 · #14 - Limited Access Highway to Gorham from Turnpike Exit 7 in South Portland, Westbrook, Scarborough, Gorham.

Interstate 4 (Grouping 4) -- Adds two new alignment roadways to increments 1 through 3: · #15 - Limited access road to Buxton · #16 - Limited access road from Turnpike to Sebago Lake Region.

Interstate 5 (Grouping 5) -- Adds widening of I-295 to increment 1: · #8 Widen I-295 from Exit 3 (Westbrook Street) to Bucknam Road · #9 - Widen I-295 north of Bucknam Road.

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Arterial Theme

Arterial 1 (Grouping 1) -- Changes/modifications to existing roadways such as widening, re- striping, etc.: · #3 - Convert Route 703 to arterial (w/o spur extension to Running Hill Rd), in South Portland · #4 - Widen Spring/Cummings Road & Congress St/County Road, in South Portland, Westbrook, Scarborough and Portland · #6b, c1, c2, d - Reconfigure/widen three Portland arterials (Brighton, Forest, Washington, in Portland · #11 - Widen Riverside Street at Exit 8 of the Turnpike, in Portland · #13 - Widen Route 1 to Dunstan Corner/Payne Road, in Scarborough.

Arterial 2 (Grouping 2) -- Adds new alignment roadways to increment 1: · #1 - Gorham bypass, in Gorham · #2a - Southwest overlap bypass from Running Hill Road to Routes 25/114, South Portland, Scarborough and Gorham · #2b - Widen Running Hill Road (with Turnpike Exit 7 Spur extension), in South Portland · #5 - Gorham Industrial Park Road, in Gorham · #7 - I-295 Connector Road extension west to Congress Street, in Portland · #8 - Larrabee Road extension to Spring Street at Eisenhower Drive, in Westbrook · #9 - NB Route 1 On-ramp to Scarborough Connector, in Scarborough · #12 - Highland Ave connector to Rumery Road/Route 1, in South Portland.

Arterial 3 (Grouping 3) -- Adds two additional new alignment roadways to increments 1 and 2: · #10 - Falmouth Spur extension arterial to Gorham/Moshers Corner, in Falmouth, Westbrook, Gorham · #17 - Arterial roadway from Maine Turnpike to Route 302/Moshers Corner in Windham.

Transit Theme

Transit 1 (Grouping 1) -- Increase frequencies on existing fixed routes: · #1 - Double existing route frequencies on METRO, South Portland Bus Service (SPBS) and Biddeford Saco Old Orchard Beach service (BSOOB services not modeled)

Transit 2 (Grouping 2) -- Adds new fixed route services and route extensions to increased frequencies in increment 1: · 2a. Extend SPBS route from Maine Mall to WalMart, in South Portland and Scarborough · 2b. Extend METRO service to West Falmouth Crossing/Turnpike Exit 10, in Portland and Falmouth · 2c. New ‘Outer Ring’ Metro route from Prides Corner to Downtown Westbrook to Maine Mall, in Westbrook and South Portland · 2d. New ‘Inner Ring’ METRO route from Route 1 Falmouth to Ocean Avenue to Pulse, in Falmouth and Portland

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· 2e. Extension of METRO Route 4 along Route 25 to Gorham Village and new Park and Ride lots, in Gorham and Westbrook · 2f. New service connecting to METRO Route 2/FAST service from Windham to Prides Corner, in Windham and Westbrook · 2g. New Cape Elizabeth Commuter Service from Shore Road/Route 77 in Cape Elizabeth to Knightville/Millcreek in South Portland and Downtown Portland, in Cape Elizabeth, South Portland and Portland · 2h. New express bus service from Brunswick/Freeport to Portland, in Brunswick, Freeport and Portland · 2i. Port Shuttle circulator between passenger transportation centers, in Portland (not modeled).

Transit 3A (Grouping 3A) -- New alignment Bus Rapid Transit service and system enhancements such as automatic vehicle location (AVL), dedicated bus lanes and signal pre- emption in addition to increments 1 and 2 (where service not conflicting): · #3a - Bus Rapid Transit.

Transit 3B (Grouping 3B) -- New commuter rail or light rail service in addition to increments 1 and 2 (where service not conflicting): · #3b - Light rail and/or commuter rail.

Part 2 – Facility-Specific Impacts of the Transportation Themes

Base Scenarios The analysis below describes changes between the Base 2000 and the Base 2025 scenarios.

Interstate Highways. Volumes typically increase 50% to 75% on both the northbound and southbound Maine Turnpike. Southbound increases are generally higher. Southbound volumes on the Falmouth Spur are estimated to double while northbound volumes increase slightly. On I- 295 volume increases on a percentage basis are lower than the Turnpike but start from higher base volumes. Increases are forecasted to be in the range of 20% to 50%. Northbound volumes are generally forecasted to have higher increases.

Route 1 Corridor. In Scarborough and South Portland, volumes are forecasted to increase in the range of 25% to 40%. In Falmouth south of Bucknam Road, increases are forecasted of approximately 15% while north of Bucknam Road increases are forecasted to be 40% to 50%.

Route 22 Corridor. The highest increases in this corridor are forecasted in the section from the new Exit 7A Maine Turnpike interchange through the Route 22/114 overlap area. Increases are over 50%. Increases closer to Portland are in the 15% to 25% range while west of the Route 22/114 overlap volumes increase approximately 45%.

Route 25 Corridor. The highest forecasted increases in volumes occur near the new Maine Turnpike Exit 7B in the Rand Road/Larrabee Road area. Sections of Brighton Avenue, Larrabee Road and Bill Clarke Drive are forecasted to have increases over 50%. Volumes on Route 25 in

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Gorham are forecasted to increase approximately 35%. Intown of Capisic Street, volumes are forecasted to increase 15% to 25%.

Route 302 Corridor. North of Riverside Street in Portland, volumes are forecasted to increase 30% to 40%. Intown of Riverside Street, increases are forecasted to be 10% to 20%.

Route 26 & 26/100 Corridor. Near and north of Exit 10, volumes are forecasted to increase 25% to 35%. Intown of Exit 10, increases are in the range of 10% to 20%.

Route 77 Corridor. Short sections of Route 77 on the one-way pair of State and High Streets between Park Avenue and Forest Avenue are forecasted to increase approximately 30% while other sections on the peninsula leading to the Casco Bay Bridge are forecasted to have 10% to 20% growth. The Casco Bay Bridge traffic is forecasted to grow by 30%, primarily due to increases in traffic along West Commercial Street due to the I-295 Connector. Sections in South Portland and Cape Elizabeth are forecasted to increase by 20% to 25%.

Transportation Themes The analysis below compares describes volume changes relative to the Base 2025 scenario.

Interstate Theme

The Interstate Theme applies a series of Transportation Systems Management measures (Grouping 1) and interstate capacity increases to existing facilities (Groupings 2 and 5) and new facilities (Groupings 3 and 4) to evaluate their effectiveness on the regional roadway network.

Interstate Grouping 1: Transportation System Management This scenario aims to increase the use of the interstate highway system (primarily the Maine Turnpike) for intra-regional trips by implementing the “Regional Ring Road” concept by removing tolls between Exit 7 and Exit 11 of the Maine Turnpike and improving interstate highway accessibility by reconfiguring/adding interchanges in Falmouth, Portland and South Portland. Auxiliary highway lanes are added between interchanges to improve safety.

Interstate Highways. South of Exit 6A and Exit 7 of the Maine Turnpike, the model forecasts that volumes change by -10% to -25%, indicating the potential for diversion to non-interstate roadways with the implementation of the regional toll system/regional ring road strategies. North of Exit 6A/Exit 7, northbound Turnpike volumes increase by 30% to 40% from Exit 7 to Exit 8. From Exit 8 to Exit 9/Falmouth Spur, they increase more dramatically, approximately 50%. Southbound south of Exit 9, volumes increase less, in the range of 15% to 25%.

I-295 northbound volumes are forecasted to change in the range of -10% to -25% throughout the corridor. Southbound volumes change in the range of -5% to -10%.

Route 1 Corridor. Volumes north of the Haigus Parkway show an increase of approximately 10% indicating the potential for diversion from the Maine Turnpike due to the regional toll strategy. In most other locations, volumes are reduced approximately 10%. Volumes also increase in the Payne Road corridor north of the Haigus Parkway.

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Route 22 Corridor. Volume changes are most pronounced in the area of Congress Street east of Exit 7A of the Maine Turnpike where volumes are reduced approximately 10%.

Route 25 Corridor. Changes are small along the entire corridor, generally less than -10%.

Route 302 Corridor. Changes are small along the entire corridor, generally less than -10%.

Route 26 & 26/100 Corridor. Changes are small along the entire corridor, generally less than - 10%. Localized volumes increase near Exit 10 of the Maine Turnpike.

Route 77 Corridor. Changes are small along the entire corridor, generally less than +/-5%.

Interstate Grouping 2: Grouping 1 Plus Widened Maine Turnpike (Exit 6A to Exit 10) Interstate Highways. From Exit 7 to Exit 9, northbound Maine Turnpike volumes increase by 60% to 75% from Base 2025 volumes. Southbound volumes increase a smaller amount, 20% to 40%. North of Exit 9, volumes in both directions change little. Falmouth Spur volumes are forecasted to increase dramatically, over 100% in each direction.

South of Exit 7/6A of the Turnpike, forecasts show a drop in volumes, indicating the potential for diversion to non-interstate highways.

On I-295, forecasts indicate further reductions from the Interstate 1 scenario. Northbound volumes on the Portland peninsula are forecasted to drop in the range of 20% to 30% to near Base 2000 volumes. South of the peninsula, northbound volumes are forecasted to drop in the range of 25% to 35%.

Route 22 Corridor. Volume changes are similar to those for Interstate 1.

Route 25 Corridor. Volume changes are similar to those for Interstate 1.

Route 302 Corridor. Volume changes are similar to those for Interstate 1.

Route 26 & 26/100 Corridor. Volume changes are similar to those for Interstate 1.

Route 77 Corridor. Volume changes are similar to those for Interstate 1.

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Interstate Grouping 3: Groupings 1 & 2 Plus Limited Access Highway from Maine Turnpike Exit 7 to Route 25 West of Gorham Village Interstate Highways. For the Maine Turnpike and I-295, volume changes are similar to those for Interstate 2. The new limited access roadway from Exit 7 to Route 25 is forecasted to carry approximately 4000 vehicles from Exit 7 to Route 114. From Route 114 to Route 202/4 volumes are forecasted to be approximately 3200. West of Route 202/4 to Route 25, volumes are near 1900 vehicles in the peak hour.

Route 1 Corridor. Volume changes are similar to those for Interstate 1 & 2.

Route 22 Corridor. Volume changes are forecasted to be from -20% to -35%, most pronounced in the Route 22/114 overlap area (-35%).

Route 25 Corridor. Volume changes are forecasted to be typically from -20% to -35%, most pronounced in Gorham village (-35% east of Route 114 to -60% west of Route 114).

Route 302 Corridor. Volume changes are similar to those for Interstate 1 & 2. The River Road corridor shows a -10% change in volume over Base 2025.

Route 26 & 26/100 Corridor. Volume changes are similar to those for Interstate 1 & 2.

Route 77 Corridor. Volume changes are similar to those for Interstate 1 & 2.

Interstate Grouping 4: Groupings 1, 2 & 3 Plus Limited Access Highways From Falmouth Spur to Standish and From Turnpike Exit 6 to Buxton/Route 22/202/4 Interstate Highways. For the Maine Turnpike and I-295, volumes changes are similar to those for Interstate 2 and 3.

Each segment of the new facilities is forecasted to carry between 1600 and 3500 vehicles in the peak hour. The new limited access roadway from Exit 7 to Route 25 is forecasted to carry approximately 3150 vehicles from Exit 7 to Route 114. From Route 114 to Route 202/4 volumes are forecasted to be approximately 2500. West of Route 202/4 to Route 25, volumes are near 1600 vehicles in the peak hour. These are lower volumes than in Interstate 3 where this is the lone improvement strategy.

The new limited access roadway from Exit 7 to Buxton is forecasted to carry from 1600 to 2100 vehicles in the peak hour. From Exit 7 to Holmes Road, volumes are forecasted to be 2100; from Holmes Road to Burnham Road, 1600; and from Burnham Road to Route 202/4, 1800 vehicles.

The new limited access roadway from the Falmouth Spur to Route 35 is forecasted to carry from 1400 to 3500 vehicles in the peak hour. From the Falmouth Spur to Route 302, volumes are forecasted to be approximately 3500. From Route 302 to Route 202/4 in Gorham, 2200 and from Route 202/4 to Route 35 in Standish, 1450.

Route 1 Corridor. Volume changes are similar to those for Interstate 1, 2 and 3.

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Route 22 Corridor. Reductions at the Route 22/114 overlap increase to near -50% from approximately -35% for Interstate 3. In Portland, volumes are lower by an additional 10% from Interstate 3. Elsewhere volumes are lower by an additional 15% to 20% over Interstate 3.

Route 25 Corridor. In the sections of Gorham where volumes are reduced by the bypass, volumes on Route 25 are lower by an additional 5% to 15% over Interstate 3. Volumes in Gorham village on Route 25 are approximately 45% lower than Base 2025 compared to 27% lower for Interstate 3. In Portland, Route 25 volumes are relatively unchanged from Interstate 3. Westbrook volumes on Route 25 are lower by an additional 15% over Interstate 3.

Route 302 Corridor. In Portland, volumes on Route 302 are relatively unchanged from Interstate 3. In Westbrook, south of the new limited access road from the Falmouth Spur to Route 35, volumes decrease by approximately 30% while north of the road volumes increase due to local access to the roadway. The River Road corridor shows a -25% change in volume over Base 2025.

Route 26 & 26/100 Corridor. Volume changes are similar to those for Interstate 1, 2 and 3 except for sections of the corridor south of the new interchange to the Falmouth Spur where volumes increase at a higher percentage.

Route 77 Corridor. Volume changes are similar to those for Interstate 1, 2 and 3.

Interstate Grouping 5: Grouping 1 Plus Widened I-295 and I-95 From Exit 2 in South Portland through Yarmouth Interstate Highways. This scenario is most easily compared to Interstate 2 which includes a widening of the Maine Turnpike from Exit 6A to Exit 9 rather than a widening of I-295 and I-95 north of the Falmouth Spur. Volume growth in Interstate 5 on the Maine Turnpike is lower than in Interstate 2 by approximately 10% to 15%. Volumes on I-295 are reduced from Base 2025 but the reductions are less than from Interstate 2, again by approximately 10%. So a reduction in volumes in Interstate 2 on I-295 of 25% would be approximately 15% for Interstate 5.

Widening I-295 reduces the effectiveness of the regional toll strategy at reducing traffic on I- 295.

Route 1 Corridor. Volume changes are similar to those for Interstate 2.

Route 22 Corridor. Volume changes are similar to those for Interstate 2.

Route 25 Corridor. Volume changes are similar to those for Interstate 2.

Route 302 Corridor. Volume changes are similar to those for Interstate 2.

Route 26 & 26/100 Corridor. Volume changes are similar to those for Interstate 2.

Route 77 Corridor. Volume changes are similar to those for Interstate 2.

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Arterial Theme

Arterial Grouping 1: Increase Capacity on Several Existing Arterials Interstate Highways. Volumes on interstate highways are relatively unchanged from Base 2025, with almost all sections +/-5%.

Route 1 Corridor. Volumes on Route 1 are relatively unchanged from Base 2025, with almost all sections +/-5%.

Route 22 Corridor. Volumes from Johnson Road in Portland to Route 114 in Scarborough increase over Base 2025 in response to the widening of Route 22 to four lanes. Increases range from near 10% from Exit 7A to Johnson Road and from 35% to 50% from Exit 7A to Route 114. Volumes are relatively unchanged in the Route 22/114 overlap section. Volumes increase on Spring Street and Cummings Road by 20% to 30% over Base 2025. Volume decreases occur in the parallel/alternate corridor of Running Hill Road by 20% to 30%.

Route 25 Corridor. Volumes on Route 25 are relatively unchanged from Base 2025, with almost all sections +/-5%.

Route 302 Corridor. Volumes increase 10% to 20% over Base 2025 for sections from Morrills Corner to I-295. Route 26 & 26/100 Corridor. Volumes increase 20% over Base 2025 for sections from Allen Avenue to I-295.

Route 77 Corridor. Volumes on Route 25 are relatively unchanged from Base 2025, with almost all sections +/-5%.

Arterial Grouping 2: Grouping 1 Plus New Capacity Arterial Roadways Interstate Highways. Volumes on interstate highways are relatively unchanged from Base 2025, with almost all sections +/-5%.

Route 1 Corridor. Volumes on Route 1 are relatively unchanged from Base 2025, with almost all sections +/-5%.

Route 22 Corridor. Volumes on Congress Street in the area of the extension of the I-295 Connector drop by 30%. Volumes on Phase I of the Connector (included in Base 2025) increase by 20% over Base 2025.

Volume increases on Route 22 west of Exit 7A are not as large as in Arterial 1 due to the parallel widening of Running Hill Road and the Overlap Bypass, a new facility. Increases are in the range of 15% to 30% (rather than 30% to 50% in Arterial 1). Volumes on the Route 22/114 overlap drop (-25%) due to the Overlap Bypass/extension and widening of Running Hill Road.

Volumes on Running Hill Road are forecasted to increase by 80% west of Cummings Road. East of Cummings Road, Running Hill Road traffic is forecasted to increase by 35%. Volumes

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Route 25 Corridor. Much of the Route 25 corridor east of where the Gorham Village Bypass connects is forecasted to have volume change of -!0% to -15% for Arterial 2 over Base 2025. Volumes on South Street/Route 114 between Route 25 and the Bypass are forecast to be reduced by approximately 30%.

Route 302 Corridor. Volumes on Route 302 are relatively unchanged from Arterial 1.

Route 26 & 26/100 Corridor. Volumes on Route 26 are relatively unchanged from Arterial 1.

Route 77 Corridor. Volumes on Route 77 are relatively unchanged from Base 2025 and Arterial 1.

Arterial Grouping 3: Groupings 1 & 2 Plus Additional New Capacity Arterial Roadways from Falmouth Spur to Route 25 and from Maine Turnpike/Cumberland to Route 302/Moshers Corner Interstate Highways. Volumes on interstate highways are relatively unchanged from Base 2025 and Arterial 1 & 2 except for the Maine Turnpike north of Exit 8. Southbound volumes drop compared to Base 2025, as much as -30% north of Exit 10.

Route 1 Corridor. Volumes on Route 1 are relatively unchanged from Base 2025, with almost all sections +/-5%.

Route 22 Corridor. Volumes in the Route 2 are relatively unchanged from Arterial 2, with almost all sections +/-5%. East of the Route 22/114 overlap, growth is smaller than for Arterial 1 or Arterial 2. Volumes on the Route 22/114 overlap are forecasted to change by -25%, similar to Arterial 2.

Route 25 Corridor. The effectiveness of the Gorham Bypass is reduced by the new arterial roadway from the Falmouth Spur to Route 25 at Moshers Corner. Traffic is reduced by approximately 6% over Base 2025 (rather than 12% for Arterial 2). The new road does remove additional traffic from Route 25/Bill Clarke Drive in Westbrook.

Route 302 Corridor. Locations in Westbrook and Windham on Route 302 show volume changes of -10% to -25% due to the new facility from Cumberland/Maine Turnpike to Moshers Corner. Connecting roadways also show larger volume decreases over Arterial 2.

Route 26 & 26/100 Corridor. North of Exit 10 of the Maine Turnpike, volumes are forecasted to change by -15% to -30% due to the new roadways. Intown, volumes are relatively unchanged from Base 2025, with almost all sections +/-5%.

Route 77 Corridor. Volumes on Route 77 are relatively unchanged from Base 2025, with almost all sections +/-5%.

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Transit Theme

Transit Grouping 1: Double Frequency on Existing Fixed Route Systems (METRO & SPBS) Traffic volumes on all corridors are relatively unchanged from Base 2025, with almost all sections +/-5%.

Transit Grouping 2: Grouping 1 Plus New Service Extensions Traffic volumes on all corridors are relatively unchanged from Base 2025, with almost all sections +/-5%.

Transit Grouping 3A: Groupings 1 & 2 Plus Bus Rapid Transit (BRT) Service (15 minute frequency)

Mode Share and Transit Trips. System-wide transit mode share is forecasted to increase to 1.8% of all person trips modeled an increase of approximately 2300 from Base 2025 and 1700 trips from the Transit 2 scenario.

VMT. System-wide VMT is forecast to be reduced from Base 2025 levels by 2.4%. Reductions of this magnitude (~2.5%) are forecasted for each of the three classifications of roadways: interstate, arterial and collector.

VHT. System-wide VHT is forecasted to be reduced by 4.4% from Base 2025 levels. This is on par with the VHT reductions of the Interstate 3 package (-4.5%). Reductions are similar across the three roadway classifications modeled.

Auto Travel Time. Impacts on automobile travel time between the selected O-D pairs are negligible.

Traffic volumes. Traffic volumes on all corridors are relatively unchanged from Base 2025, with almost all sections +/-5%. Some slightly larger localized volume reductions are indicated throughout the region.

Transit Grouping 3B: Groupings 1 & 2 Plus Peak Hour Rail Transit (Rail) Service (30 minute frequency) Mode Share and Transit Trips. Transit mode share as a proportion of systemwide person trips increases to 1.6%, slightly less than the Bus Rapid Transit mode share. Overall peak hour transit trips are forecasted to increase to over 2575, an increase of approximately 2000 over Base 2025. The total scenario trips are forecasted to be 300 less than the Transit 3A scenario.

VMT. System-wide VMT is forecasted to be reduced from Base 2025 levels by 1.9%. The largest decrease is forecasted on the interstate highways (-3.0%) with VMT reduced to a lesser extent on arterial and collector roads.

VHT. System-wide VHT is forecasted to be reduced from Base 2025 levels by 2.5% from Base 2025, again with the largest reductions on the interstate highways.

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Auto Travel Time. Impacts on automobile travel time between the selected O-D pairs are negligible.

Traffic Volumes. Traffic volumes on all corridors are relatively unchanged from Base 2025, with almost all sections +/-5%. Some slightly larger localized volume reductions are indicated throughout the region.

Land Use Response Scenarios

The ‘Land Use Response’ Scenarios were developed to respond to Planning Committee concerns over the use of one fixed projection of future land use in conjunction with the modeling of the significantly different transportation investment packages. The Response scenarios are in many ways simplistic but attempt to provide a theoretical indication of the impacts on the transportation system of the potential shifts in population, households and employment based on the theme packages. The magnitude of the shifts are based on a general assumption about the change in accessibility a theme package provides to three sub-regions considered in the analysis. The sub-areas are: Urban (Portland, South Portland, Westbrook), Inner Suburb (Cape Elizabeth, Falmouth, Gorham and Windham) and Outer Suburb (Yarmouth, Cumberland, Standish, Hollis, Buxton). These are the thirteen communities contained in the PACTS Travel Demand Model.

Response scenarios were developed and tested for four theme package increments: Interstate 4, Arterial 3, Transit 3A-BRT and Transit 3B-Rail. These packages represent the full complement of improvement strategies modeled for each of these individual transportation systems.

For the Land Use Response Scenarios, comparisons are primarily made relative to the same transportation scenario but with the Base 2025, or fixed, land use forecast.

Interstate 4 Land Use Response. Mode Share and Trips. There is a slight shift in mode share between the land use response scenario and fixed land use scenario. Vehicle and transit mode shares and number of trips decline slightly while walk/bike shares increase slightly.

VMT. VMT grew by a smaller amount (4.4%) with the land use response scenario than the fixed land use scenario (4.9%) relative the Base 2025 (a ‘good’ result).

VHT. VHT for the land use response scenario declined by a larger amount (-8.9%) relative to Base 2025 than for the fixed land use scenario (-7.4%) (also a ‘good’ result). Auto Travel Time. Impacts on automobile travel time between the selected O-D pairs are negligible for the response land use scenario relative to the fixed land use. Several O-D pairs show an additional minute or two auto travel time savings.

Interstate Highways. Traffic volume changes for the Response Land Use scenario are generally similar to those for the fixed land use scenario. Some additional reductions in traffic are shown for northbound I-295 traffic through Portland (an additional 4% reduction over the fixed land use relative to Base 2025).

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Negligible changes occurred on the new limited access highways that are part of the Interstate 4 theme package.

Route 1 Corridor. Changes for Route 1 are negligible between the response land use and fixed land use scenarios.

Route 22 Corridor. Additional reductions of 4% to 7% are shown along portions of Route 22 in Portland. Other locations show negligible changes between the two scenarios.

Route 25 Corridor. Additional reductions of 4% to5% are shown along portions of Route 25 in Portland. Other locations show negligible changes between the two scenarios.

Route 302 Corridor. Additional reductions of 4% to 6% are shown along portions of Route 302 in Portland. Other locations show smaller or negligible changes between the two scenarios.

Route 26 & 26/100 Corridor. There are negligible changes between the two scenarios.

Route 77 Corridor. There are negligible changes between the two scenarios.

Arterial 3 Land Use Response. Mode Share and Trips. There is a negligible shift in mode share between the land use response scenario and fixed land use scenario. Vehicle and transit mode shares and number of trips decline slightly while walk/bike shares increase slightly.

VMT. System-wide VMT totals are similar between the response and fixed land use scenarios. There are shifts in facility use between the scenarios. There is less use of interstate highways with the response land use (greater VMT reductions relative to Base 2025) and higher use of collector roads (lower VMT reductions relative to Base 2025).

VHT. Changes in VHT parallel those in VMT. System-wide VHT changes are essentially unchanged with larger reductions in VHT for interstates and lower reductions for collectors.

Auto Travel Time. Impacts on automobile travel time between the selected O-D pairs are negligible for the response land use scenario relative to the fixed land use.

Traffic Volumes.

Interstate Highways. The Falmouth Spur shows 12% less traffic growth than the Arterial 3 fixed land use scenario. Other locations show negligible changes between the two scenarios.

Route 1 Corridor. There are negligible changes between the two scenarios.

Route 22 Corridor. There are negligible changes between the two scenarios.

Route 25 Corridor. There are negligible changes between the two scenarios.

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Route 302 Corridor. There are negligible changes between the two scenarios.

Route 26 & 26/100 Corridor. There are negligible changes between the two scenarios.

Route 77 Corridor. There are negligible changes between the two scenarios.

Transit 3A-BRT Land Use Response. Mode Share and Transit Trips. Transit mode share for the Transit 3A-BRT Response Land Use scenario increases slightly (an additional 0.2%) to total 2.0% or 3,155 peak hour transit trips. This is the highest transit mode share or number of transit trips for any of the tested scenarios. An additional 400 transit trips are forecasted over the fixed land use scenario. The figures indicate that Transit gained mode share at the expense of Walk/Bike share.

VMT. VMT is forecasted to decrease by 3.0% over the Base 2025 forecast, an additional reduction of 0.6% than the fixed land use BRT scenario. System-wide VMT reductions are highest for collector roads and lowest for interstate highways.

VHT. System-wide VHT is forecasted to be reduced by 5.9% an additional reduction of 1.5% from the fixed land use BRT scenario. This is the largest VHT reduction of the transit scenarios tested and third largest reduction after the two Interstate 4 scenarios (response and fixed land use).

Auto Travel Time. There are negligible auto travel time changes between the response land use BRT and fixed land use BRT scenarios.

Traffic Volumes. Traffic volumes on the major corridors and most other locations are generally reduced by less than or near 5% of Base 2025. Reductions are broadly distributed. Traffic reductions for Route 25 in Gorham Village are similar for the BRT and the Arterial 3 package (- 6% to -7%).

Transit 3B-Rail Land Use Response Mode Share and Transit Trips. Transit mode share for the Response Land Use Rail scenario slightly increases from 1.6% to 1.8% from the fixed land use scenario. Figures indicate this increase is at the expense of Walk/Bike trips. An additional 250 transit trips are forecasted above the fixed land use rail scenario.

VMT. System-wide VMT reductions of 2.5% are forecasted relative to Base 2025. VMT reductions are higher on interstate highways for the rail scenario than for the BRT scenario (though smaller reductions overall).

VHT. System-wide VHT reductions are forecasted to be 4.1% from Base 2025, an additional reduction in VHT of 1.6% beyond those for fixed land use. Reductions are largest for collector roads and interstate highways (-6.2% and -5.2%, respectively).

Auto Travel Time. There are negligible auto travel time changes between the response land use Rail and fixed land use Rail scenarios.

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Traffic Volumes. Traffic volumes on northbound I-95 (Falmouth Spur and north) are reduced by approximately 10% relative to Base 2025. Northbound I-295 volumes north of Exit 7/Franklin Street are forecasted to be reduced by 6% to 9% from Base 2025 levels. Other locations show changes less than or near -5%.

Part 3 – Key Findings - All Scenarios:

Mode Share and Trips. · All Interstate and Arterial theme scenarios increase the number of vehicle trips relative to Base 2025. Overall mode share remains fairly stable though, remaining at or near 91.5% of person trips (+/- 0.3%). · The BRT (Transit 3A) and Rail (Transit 3B) scenarios increase transit trips by over 400% over Base 2025 levels. As expected, the BRT scenario with Response Land Use has the highest forecasted number of transit trips (3,155) and system-wide mode share (2.0%). Person vehicle trip mode share is reduced to near 90.0% (reduced by approximately 1.5%. · Walk/bike mode share remains relatively stable throughout all scenarios. (No walk/bike facilities have been modeled and the Pedestrian Environment Factor (PEF) remains fixed in all scenarios. The PEF will be changed in the Compact Land Use scenario.)

VMT. · VMT changes for all scenarios are modest compared to the forecasted growth in VMT between Base 2000 and Base 2025 (+41%). · All Interstate and Arterial theme scenario increase system-wide VMT. · The Interstate 4 scenario has the largest forecasted increase in VMT of 4.9% but shifts a high percentage of traffic to interstate highways (33% increase in interstate VMT) and reduced arterial and collector road VMT by 12% and 13%, respectively. · The Arterial scenarios have modest impacts on system-wide VMT but as expected increase arterial VMT and reduce interstate highway and collector road VMT. · The Transit themes are the only scenarios that reduce system-wide VMT. The Transit 3A-BRT scenarios (fixed and response land use) have the largest impacts of approximately -2.4% and -3.0%, respectively.

VHT. · VHT reductions for all scenarios are modest compared to the forecasted growth in VHT between Base 2000 and Base 2025 (+62%). · Interstate 4 scenarios (fixed and response land use) have the largest reductions in system-wide VHT at 7.4% and 8.9%, respectively, indicating the largest congestion- reducing benefit. (They also have the largest increase in VMT). VHT on interstate highways increase approximately 30% and decrease on arterial and collector roads by approximately 15% to 20%. · The Arterial scenarios broadly distribute their VHT reductions across the three road classifications. The Arterial 3 scenarios show VHT reductions of approximately 5%. · The Response Land Use Transit 3A-BRT and 3B-Rail scenarios show increased VHT benefits relative to their fixed land use counterparts. System-wide VHT reductions for Transit 3A-BRT with response land use exceed those of Arterial 3.

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Traffic Volumes. · Interstate 2 and 3 scenarios show the greatest benefit to I-295 volumes on the Portland peninsula. · Interstate 2, 3 and 4 scenarios significantly increase Maine Turnpike volumes between Exit 7 and 10. Falmouth Spur volumes increase significantly as well. · The Interstate 3 and 4 scenarios show the greatest benefit to Route 25/Gorham Village and Rt 22/114 Overlap volumes. · Route 25/Gorham Village traffic sees much less benefit from Arterial 2 and 3 than from the Interstate 3 and 4 scenarios. The Falmouth Spur to Route 25 road in Arterial 3 almost negates the benefits of the Gorham Bypass to Route 25 traffic volumes through the Gorham Village (6% reduction from Base 2025). · The Interstate 2, 3 and 4 and Arterial 2 and 3 scenarios have the ability to shift relatively large amounts of traffic within the corridors where strategies are located. The Interstate scenarios show the largest shifts in traffic patterns. · The Transit scenario benefits to traffic volumes are broadly distributed and generally small (near or under -5%).

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