Appendix B: Transportation

This appendix provides all of the supporting data that are used in the Transportation report.

Existing Roadway Conditions

Historic traffic volume data for the Town of Mont Vernon has been compiled from both the Nashua Regional Planning Commission (NRPC) and the New Hampshire Department of Transportation (NHDOT). The New Hampshire Department of Transportation (NHDOT) collects traffic counts in accordance with federal guidelines under the Federal Highway Performance Monitoring Program (HPMS.) The HPMS guidelines describe federal procedures for sampling highway and road volumes. These procedures provide the Federal Highway Administration with highway volumes for design standards and meet the Environmental Protection Agency’s requirements for estimating vehicular highway travel. In addition to the NHDOT’s annual traffic counting program, the Nashua Regional Planning Commission maintains an ongoing traffic count program for validating the region’s traffic model. The NRPC also provides traffic counts for member communities upon request.

Table AB-1 shows traffic volumes and historic trends on selected roads in the Town of Mont Vernon.

Table AB-1

Existing Weekday Traffic Counts and Historic Trends

Table AB-1 also shows historic traffic counts and the month in which the counts were taken for the Mont Vernon locations. The highest growth rate was recorded on Old Wilton Road, which shows an annual increase of 10.1 percent over four years between June of 1993 and June of 1997, although the volumes increased by only 269 vehicles per day. The other largest annual growth occurred on NH 13 north of Beech Hill Road, which grew at an annual rate of 1.1 percent from 1994 to 1998. This represents an increase in 150 vehicles per day. The other locations shown in Table AB-1 show slow rates of growth under 1 percent per year with the NH 13 at the New Boston Town Line location showing a 0.2 percent reduction per year in traffic. The traffic trends show slow growth overall in traffic on Mont Vernon Roads since 1992 and 1993 except for Old Wilton Road, which shows a significant increase in use for access to and from Wilton and West Milford. Although the increase in volume is not significant, and the road has adequate capacity to accommodate the traffic increases, the increase in traffic has the potential to change the rural character and quality of life along the Old Wilton Road corridor. Map T-3 depicts the locations of the 24-hour traffic counts shown in Table AB-1.

Highway Capacity Analysis

Using the observed traffic count data, it is possible to evaluate the performance of highway facilities through the use of highway capacity analysis. The principal objective of this procedure is the estimation of the maximum amount of traffic that can be accommodated by a given facility. It provides tools for the analysis and improvement of existing facilities and also for the planning and designs of future facilities.

"Level of Service" (LOS) is a term which denotes the type of operating conditions which occur along a roadway or at a particular intersection for a given period of time, generally a one-hour peak period. It is a qualitative measure of the effect of a number of operational factors including roadway geometrics, travel delay, freedom to maneuver and safety. Level of service categories for roadway segments and descriptions are explained below.

Level of Service "A" represents free flow. Individual users are virtually unaffected by the presence of others in the traffic stream.

Level of Service "B" is in the range of stable flow, but the presence of other users in the traffic stream begins to be noticeable. Freedom to select desired speeds is still relatively unaffected.

Level of Service "C" is in the range of stable flow, but marks the beginning of the range of flow in which the operation of individual users becomes significantly affected by interactions with others in the traffic stream. Occasional backups occur behind turning vehicles.

Level of Service "D" represents high-density, but stable, flow. Speed and freedom to maneuver are restricted, and the driver experiences a below average level of comfort and convenience. Small increases in traffic flow will generally cause operational problems at this level.

Level of Service "E" represents operating conditions at or near the capacity level. All speeds are reduced to a low, but relatively uniform level. Freedom to maneuver within the traffic stream is extremely difficult, and is generally accomplished by forcing other vehicles to give way. Congestion levels and delay are very high.

Level of Service "F" is representative of forced or breakdown flow. This condition exists wherever the amount of traffic approaching a point exceeds the amount which can traverse the point, resulting in lengthy queues.

Table AB-2 indicates the relationship between traffic volumes and level of service for various roadway types.

Table AB-2

Maximum Daily Traffic for Each Level of Service

by Roadway Type

(Per Two-Way Single Lane Volume)

Source: Derived from procedures in the 1994 Highway Capacity Manual.

Based on the NHDOT functional classification system, NH 13 is classified as a Rural Major Collector Highway. Table AB-2 shows that Route 13 operates under level-of-service "A" conditions. Average daily traffic at selected locations on Route 13 ranges between 2,985 and 4, 815 vehicles per day, which falls under the threshold for LOS "A". The traffic on NH 13 would have to increase to over four times its existing volume to approach the 20,000 vehicle per day threshold for LOS "E", which represents the theoretical capacity of the highway. The Francestown Turnpike is classified as a Rural Minor Collector Highway. The average daily traffic on Francestown Turnpike is 1,199 vehicles per day, which falls within the LOS "A" threshold. Old Wilton Road is classified as a local road. The traffic volumes on Old Wilton Road are also within that of the LOS "A" threshold.

With the exception of state routes, the Town of Mont Vernon roads classified as Minor Collector or below and would likely all fall within the "LOS A" column of Table AB-2.

Traffic Signal Warrant Analysis

The Manual on Uniform Traffic Control Devices (MUTCD,) which is published by the Federal Highway Administration, establishes standards that justify the installation of traffic signals. The manual states that the satisfaction of a warrant in itself does not justify the installation of a signal. A study should indicate that a signal would improve the overall traffic operations and safety of an intersection. Therefore, this memo includes an intersection level-of-service analysis to determine if the installation of a traffic signal is the appropriate solution for problems at this location.

Warrant 1, Minimum Vehicular Volume. This warrant is intended for application where the volume of intersection traffic is the principal reason for consideration of signal installation. This warrant is satisfied when, for each of any 8 hours of an average day, the traffic volumes given in Table T-5 exist on the major street and on the higher-volume minor-street approach to the intersection.

These major street and minor street volumes are for the same eight hours. During this time period, the direction of higher volume on the minor street may be on one approach during some hours and on the opposite approach during other hours.

Table AB-3

Minimum Vehicular Volumes for Warrant 1

Warrant 2, Interruption of Continuous Traffic. This warrant applies to operating conditions where the traffic volume on a major street is so heavy that traffic on a minor intersecting street suffers excessive delay or hazard in entering or crossing the major street. This warrant is satisfied when, for each of any eight hours of an average day, the traffic volumes given in the following table exist on the major street and on the higher volume minor street approach to the intersection.

Table AB-4

Minimum Vehicular Volumes for Warrant 2

Warrant 9, Four-Hour Volumes. This warrant is satisfied when, for each of any four hours of an average day, the plotted points representing the vehicles per hour on the major street (total of both approaches) and the corresponding vehicles per hour on the higher volume minor street approach (one direction only) all fall above the curve in the four-hour volumes graph from the MUTCD Figure 4-7 for the existing combination of approach lanes.

Warrant 11, Peak Hour Volume. This warrant is satisfied when the plotted point representing the vehicles per hour on the major street (total of both approaches) and the corresponding vehicle per hour of the higher volume minor street approach (one direction only) for one hour of an average day falls above the curve in the MUTCD peak hour graph in Figure 4-5.

Intersection Level-of-Service Analysis

Level-of-service analysis is determined by application of a procedure described in the 1994 Highway Capacity Manual, published by the Transportation Research Board. The methodology accounts for lane configuration on the minor and major approaches, conflicting traffic stream volumes, and type of intersection control (stop versus yield.)

Level-of-service is based upon the calculation of average stopped delay in seconds. Level-of-service is calculated for each lane group, as well as for the intersection. Lane groups are composed of each turning movement made from a particular lane, e.g., through and right turns made from a single lane comprise one lane group. Table AB-5 shows the intersection LOS criteria for un-signalized and signalized intersections.

Table AB-5

Intersection Level of Service Criteria

Accident Analysis

Accidents for the Town’s roads are compiled by the New Hampshire Department of Transportation (NHDOT) based on the reports filed at the local police station. The following Tables are based on the NHDOT’s accident database for the latest three years of available data (1998, 1997, and 1996). Accidents involving personal injury are more symptomatic of serious hazards. The data presented in the following tables indicates fatality and personal injury accidents. Those accidents without fatalities or personal injury involved property damage only. Overall, the information in these tables indicates that there is no one location that has been the site of multiple accidents.

According to the Mont Vernon Police Chief, because of its bad condition, Old Wilton Road - from Route 13 south to the Milford Town LIne - was a particularly hazardous stretch that was the site of numerous cars off the road. The Town has made extensive efforts to improve the conditions through widening, signage, and police enforcement along this stretch of road.

Table AB-6

Accidents on Mont Vernon Roads and Intersections 1998

Table AB-7

Accidents on Mont Vernon Roads and Intersections 1997

Table AB-8

Roadway Classifications

Class I, Primary State Highway System, consists of all existing or proposed highways on the primary state highway system, excepting all portions of such highways within the compact sections of towns and cities, provided that the portions of turnpikes and interstate highways within the compact sections of those cities are Class I highways.

Class II, Secondary State-Highway System, consists of all existing or proposed highways on the secondary state highway system, excepting portions of such highways within the compact sections of towns and cities. All sections improved to the satisfaction of the Commissioner are maintained and reconstructed by the State. All unimproved sections, where no state and local funds have been expended, must be maintained by the Town or city in which they are located until improved to the satisfaction of the highway commissioner. All bridges improved to state standards with state-aid bridge funds are maintained by the State. All other bridges shall be maintained by the city or town until such improvement is made.

Class III, Recreational Roads, consist of all such roads leading to, and within state reservations designated by the Legislature. The NH DOT assumes full control of reconstruction and maintenance of such roads.

Class IV Highways, consist of all highways within the compact sections of cities and towns listed in RSA 229:5, V. The compact section of any such city or town shall be the territory within such city or town where the frontage on any highway, in the opinion of the Highway Commissioner, is mainly occupied by dwellings or buildings in which people live or business is conducted, throughout the year. No highway reclassification from Class I or II to Class IV shall take effect until all rehabilitation needed to return the highway surface to reputable condition has been completed by the State.

Class V, Rural Highways, consist of all other traveled highways which the Town or city has the duty to maintain regularly.

Class VI, Un-maintained Highways, consist of all other existing public ways, including highways subject to gates and bars, and highways not maintained in suitable condition for travel for five years or more.

Scenic Roads, are special town designations of Class IV, V, and VI roads where cutting or removal of a tree, or disturbance of a stone wall, must go through the hearing process and written approval of local officials (See RSA 231).

The state aid classification road mileage in Mont Vernon is summarized in Table AB-9.

The major sources of funding for maintenance of minor collector roads and local roads comes from the Town of Mont Vernon and the New Hampshire State block grant for roads.

Table AB-9

State Aid Road Classification in Mont Vernon

Source: NH Department of Transportation, 1998.

The New Hampshire Department of Transportation (NH DOT) has defined a second tier for classification of roads in New Hampshire in cooperation with the Federal Highway Administration (FHWA). This scheme classifies roads and highways into different categories according to their functions as well as their source of funding. The Functional Classification scheme was developed to define eligibility for funds under federal programs. The following provides a description of the functional classification system characteristics of a road and highway network:

Table AB-10 provides a summary of the functional classification of roads in the Town of Mont Vernon based on the NH DOT assigned functional classifications. Map T-4 illustrates the functional class of Mont Vernon roadways.

Table AB-10

State Functional Classification of Mont Vernon Roads

Source: NH Department of Transportation.

The Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) significantly restructured the federal-aid transportation program. ISTEA was re-authorized and revised in 1998 (the Transportation Equity Act for the 21st Century, TEA-21). Descriptions of the various programs which emerged from these transportation bills are as follows:

National Highway System (NHS): This program funds projects on the designated national highway system on an 80% federal, 20% state/local basis. There are no highway routes in Mont Vernon designated as part of the National Highway System

Surface Transportation Program (STP): This program funds projects chosen by states and localities for any facility with a higher functional classification than rural minor collector. Roads in Mont Vernon eligible under the STP category include NH Route 13. Funding is based upon an 80% federal and 20% state/local share. Projects selected by the Town using their allocated municipal funds or Enhancements require a 20% municipal match. There are four subcategories of STP funds as described below:

Bridge Rehabilitation and Replacement: This category includes bridges which are on-system, i.e. those that are functionally classified as higher than local, and off-system, which are municipally owned. The 80% federal/20% local share applies to the bridge category.

Congestion Mitigation and Air Quality (CMAQ): CMAQ funds are eligible for transportation related projects in ozone and carbon monoxide non-attainment areas. Projects must contribute to meeting attainment of national ambient air quality standards, through reductions in vehicle miles traveled, fuel consumption, reduced delay or other factors. Construction of roadway capacity serving single occupancy vehicles is not eligible for CMAQ funding. Funding is 80% federal, 20% state/local.

Air Quality Considerations

The passage of the Transportation Equity Act for the 21^st Century (TEA-21) continues the intent of the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA), requiring that environmental and intermodal considerations be incorporated into NRPC area transportation plans and programs. In particular, it provides a framework for implementing the transportation mandates of the Clean Air Act Amendments of 1990 (CAAA). The CAAA mandated that all areas of the country meet federal standards for air quality by 1999. Failure to meet these standards at present results in a "nonattainment" designation for the area for one or more types of emissions. Nonattainment areas can be classified as marginal, moderate, serious or severe. In New Hampshire, the primary emission of concern is ground level ozone. The NRPC area is part of a larger southeast New Hampshire "serious" ozone nonattainment area. Because the CAAA mandated that an area designated as serious must achieve certain reductions by particular years in order to achieve attainment, the State Implementation Plan (SIP) sets forth a budget of reductions for these emissions that must be achieved from stationary and mobile sources in order to achieve the required reductions.

As a part of this effort, the NRPC conducts a "Transportation Conformity" on the Transportation Plan and Transportation Improvement Program (TIP) that it prepares. This ensures that Federal funding and approval are given to those transportation activities that are consistent with air quality goals and conform to the SIP.

Despite continued improvements in air quality, the issues facing the State of New Hampshire require that policymakers implement strategies to reduce emissions from all sources. Programs that NH has or is considering implementing include:

Stage I/Stage II Gasoline Vapor Recovery - Stage I (statewide) requires controls on underground storage tanks that prevent vapors escaping during filling from tank trucks. Stage II (four county non-attainment area) requires special nozzles and hoses on gas pumps and underground piping to capture gasoline vapors during automobile refueling.

New Hampshire opted into the Reformulated Gasoline (RFG) program in 1991. This program requires fuel suppliers to provide a cleaner burning gasoline in the four county non-attainment area (Merrimack, Hillsborough, Rockingham, and Strafford counties). RFG is designed to reduce hydrocarbon and toxic compound emissions and contains less benzene and other carcinogens, and more oxygen for cleaner combustion.

The Enhanced Safety Inspection Program is administered by the NH Department of Safety. All on-road vehicles registered in the state must undergo an annual safety inspection which includes a visual check for the presence of a catalytic converter, visual check for the presence and proper fit of a gas cap and fuel inlet restrictor, a visual check for the presence of the PCV valve and proper hose configuration on vehicles so equipped, and a visual check for the presence and proper operation of the air injection pump/pulse air systems on vehicles so equipped. In addition, NH intends to implement the On-Board Diagnostics checks mandated by the Clean Air Act. Also, a roadside diesel opacity-testing program is in the process of implementation.

NH has committed to participation in the National Low Emissions Vehicle (NLEV) Program that establishes decreasing vehicle emission standards with newer model year vehicles.

The Alternative Fuel Vehicle Project is a joint project between DES, the Governor's Office of Energy and Community Services, and NH Dept. of Transportation to establish and promote alternative fuel vehicles in the State vehicle fleet.

Lastly, the Granite State Clean Cities Coalition is a group that the NHDES is a stakeholder in and is a Governor's Office of Energy and Community Services' initiative to establish

a Granite State Clean Cities Coalition. Clean Cities is a federal Department of Energy program aimed at increasing use of alternative fuel vehicles in both the public and private sector. NH hopes to become a recognized Clean Cities Coalition sometime in early 2001. Stakeholders in

the coalition will be eligible for limited federal funding for alternative fuel vehicle projects.