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Chapter 6: Transportation

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Chapter 6: Transportation CHAPTER 6: TRANSPORTATION INTRODUCTION The Transportation Chapter’s purpose is to provide a vision of the future and serve as a source of information related to local and regional transportation matters. This Chapter is based on an evaluation of the region’s existing plans, transportation data, current challenges and an understanding of the potential for future growth and change in the region. This Chapter is based on the following important transportation principles: An integrated approach to transportation throughout the Central New Hampshire (NH) Region with particular attention given to transportation efficiency, safety, competitiveness, social inclusion and environmental sustainability; The region’s principal transportation assets CNHRPC Unified Planning Work Program and strategically important travel corridors The Unified Planning Work Program (UPWP) is should be maintained, preserved and the agreement between CNHRPC and the New enhanced; Hampshire Department of Transportation (DOT) that serves as a guide for transportation Investment in the region’s transportation planning activities undertaken by the infrastructure should be made in a Commission over a two year period. The UPWP sustainable and efficient manner in order to contains the outline of current CNHRPC promote the economic well-being of the activities related to the support of the CNHRPC Transportation Advisory Committee (TAC), the region and its populations; development of the regional transportation Future provision for transportation and improvement program, the collection of traffic data, local and regional technical assistance, as infrastructure should involve regional well as participation in regional and statewide coordination and be firmly integrated with initiatives such as Commute Green NH and the multi-modal connections as well as the NH Capitol Corridor Study. region’s overall land use strategies. EXISTING CONDITIONS The regional transportation system is made up of an interconnection of roads, highways, bridges, rail, public transit, non-motorized pedestrian and bicycle facilities as well as airports. This extensive system provides residents, visitors and businesses with a high level of mobility. The transportation system forms the backbone that supports the region’s economy. The surface transportation system enables the region’s residents and visitors to travel to work and school, and frequent tourist and recreation attractions while providing its businesses with reliable access to customers, materials, suppliers and employees. Central New Hampshire Regional Plan 2015 6.1 CHAPTER 6: TRANSPORTATION CONDITION OF THE REGION’S HIGHWAYS AND ROADS The life cycle of the region’s roads and highways is greatly affected by each municipality’s road maintenance schedule and the DOT's ability to perform timely maintenance and upgrades to ensure that road and highway surfaces last as long as possible. Pavement condition measuring, reporting, and monitoring on state highways are based upon the Ride Comfort Index and additional pavement condition data. The 5.0-point scale Ride Comfort Index, or RCI, measures the roughness of a road traveled by a motorist. It has been used by the DOT since 1995. “Good” is the equivalent of a score greater than 3.5 and requires no work; “Fair” is between 3.5 and 2.5 and requires some work; and “Poor” is defined as less than 2.5 and requires major work. Throughout the region, almost a third of state-maintained roads and highways have deficient pavements (see Figures 6.1-6.4). Currently 37% of New Hampshire’s state-maintained roads and highways have pavement rated in poor condition. Another 44% of New Hampshire’s state-maintained roadways are rated in fair condition, while regionally this percentage stands at 31% (See Table 6.1) Table 6.1: Central NH Region Pavement Conditions Condition CNHRPC Statewide 167 Miles (39% of 828 Miles (19% of Good Regional Network) State Network) 136.4 Miles (31% of 1,867 Miles (44% Fair Regional Network) of State Network) 130 Miles (30% of 1,565 Miles (37% Poor Regional Network) of State Network) Source: DOT 2012 Pavement Condition Data Roads rated poor show signs of deterioration, including rutting, extensive cracking and potholes. In some cases, poor roads can be resurfaced but often are too deteriorated and must be reconstructed. Roads rated in fair condition may show signs of significant wear and may also have some visible pavement distress. Most pavements in fair condition can be restored to good condition by resurfacing, but some may need rehabilitation or reconstruction to return them to good condition. Pavement failure is caused by a combination of Figure 6.1: Poor Surface Condition – NH Route 127 traffic, moisture and climate. Moisture often Salisbury works its way into the pavement and the crushed gravel that forms the road’s foundation. Road surfaces at intersections are even more prone to deterioration because the slow-moving or standing loads occurring at these sites subject the pavement to higher levels of stress. It is critical that roads are fixed before they require major repairs because reconstructing roads costs approximately four times more than resurfacing them. This is why roads in relatively good condition are often resurfaced to keep them from deteriorating. Source: CNHRPC 6.2 Central New Hampshire Regional Plan 2015 CHAPTER 6: TRANSPORTATION Figure 6.2: DOT Pavement Condition Map Source: DOT 2012 Pavement Condition Data Figure 6.3 and Figure 6.4: NH Route 114 (Sutton) Winter & Summer Conditions Source: Emilio Cancio-Bello (Town of Sutton) Central New Hampshire Regional Plan 2015 6.3 CHAPTER 6: TRANSPORTATION The Road Information Road Surface Management System Program (TRIP), a national transportation research The Road Surface Management System (RSMS) is a methodology intended group, calculated that the to provide an overview and estimate of a road system's condition and the additional operating costs approximate costs for future improvements. RSMS provides a systematic borne by New Hampshire approach for local officials to answer basic questions about their road motorists as a result of system, to gauge current network conditions and to guide future poor road conditions is improvement and investment in line with municipal Capital Improvement $333 million annually, or Programs. $323 per motorist per The RSMS system is based on the Road Condition Decline Curve below, year. When roads are in which illustrates that roads in good condition cost less to maintain than poor condition – which those in poor condition. Routine maintenance on roadways in generally may include potholes, good condition is often the most important strategy to consider. According rutting or rough surfaces – to the American Association of State Highway and Transportation Officials the cost to operate and (AASHTO), every $1 spent to keep a road in good condition avoids $6-14 maintain a vehicle needed later to rebuild the same road once it has deteriorated significantly. increases. These Investing too little on road repair increases these future liabilities. additional vehicle Figure 6.5: Road Condition Decline Curve operating costs include accelerated vehicle depreciation, additional vehicle repair costs, increased fuel consumption and increased tire wear. Additional vehicle operating costs have been calculated in the Highway Development and Management Model (HDM), which is recognized by the U.S. Department of Source: RSMS 11 Transportation and more CNHRPC partners with member communities to put Road Surface than 100 other countries Management Systems into action by providing training and assistance with as the definitive analysis data collection and database support. CNHRPC also works to integrate of the impact of road RSMS programs with the development and maintenance of Capital conditions on vehicle Improvement Programs which provide municipalities with a short-range operating costs. planning schedule and financing plan. The HDM study found that road deterioration increases ownership, repair, fuel and tire costs. The report found that deteriorated roads accelerate the pace of depreciation of vehicles and the need for repairs because the stress on the vehicle increases in proportion to the level of roughness of the pavement surface. Similarly, tire wear and fuel consumption increase as roads deteriorate since there is less efficient transfer of power to the drive train and additional friction between the road and the tires. 6.4 Central New Hampshire Regional Plan 2015 CHAPTER 6: TRANSPORTATION BRIDGE CONDITIONS IN THE CNHRPC REGION The region’s state and municipally maintained bridges form key links in the state’s highway system, again providing communities and individuals access to employment, schools, shopping and medical facilities, and facilitating commerce and access for emergency vehicles. Table 6.2 shows that five percent (5%) of the DOT owned and 22% of municipally maintained bridges in the region are red listed (See figure 6.6). DOT defines the Red List as bridges that require more frequent inspections due to known structural deficiencies, poor structural conditions, weight restrictions, or the type of construction. Table 6.2: CNHRPC Region Bridge Network (10 foot span or greater) Statewide DOT CNHRPC Region CNHRPC Region Owned DOT Owned Municipally Owned Total # of Bridges 2,138 242 168 Red Listed Bridges 147 12 38 % of Red Listed Bridges 6.9% 5.0% 22% Source: 2014 DOT Bridge Summary Deteriorated bridges can have a significant impact on daily life. Restrictions on vehicle weight may cause
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