Approved kacts lrp 2010 2035

KACTS Long Range Transportation Plan - 2010-2035 - Page i -

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KACTS Long Range Transportation Plan - 2010-2035 - Page i -

I. INTRODUCTION .................................................................................................................... 1

INTRODUCTION ............................................................................................................. 1

THE KACTS REGION...................................................................................................... 2

MEMBERSHIP .................................................................................................................. 7

THE PLANNINGPROCESS ............................................................................................ 8

FEDERAL REQUIREMENTS ........................................................................................ 10

AIR QUALITY CONFORMITY .................................................................................... 11

STATE REQUIREMENTS .............................................................................................. 12

THE PUBLIC PROCESS ................................................................................................. 13

II. LONG RANGE TRANSPORTATION PLAN ..................................................................... 13

POLICIES ......................................................................................................................... 13

IMPLEMENTATION STRATEGIES ............................................................................ 14

III. APPENDICES

A. TRANSPORTATION CHARICTERISTICS AND TRENDS ....................................... 17

EXISTING ROADWAY NETWORK ............................................................................ 17

- NETWORK DEFICIENCIES ........................................................................... 20

- BRIDGES ............................................................................................................ 21

- BICYCLE AND PEDESTRIAN INFRASTRUCTURE ................................. 22

- NETWORK SAFETY AND SECURITY ......................................................... 23

- SAFETY .............................................................................................................. 24

- SECURITY ......................................................................................................... 26

- INTELLIGENT TRANSPORTATION SYSTEMS (ITS) ............................... 27

TRAVEL DEMAND MANAGEMENT (TDM) .......................................................... 28

- RIDESHARING SYSTEMS .............................................................................. 28

- PUBLIC TRANSPORTATION SYSTEMS ..................................................... 28

-INTERSTATE BUS AND VAN TRANSPORTATION SYSTEMS .............. 30

FREIGHT .......................................................................................................................... 34

- PASSENGER RAIL ........................................................................................... 34

- FREIGHT RAIL ................................................................................................. 34

- AIR SERVICES .................................................................................................. 39

- MARINE FACILITIES ..................................................................................... 39

B. SOCIO-ECONOMIC TRENDS ...................................................................................... 42

POPULATION GROWTH TRENDS ........................................................................... 42

DISADVANTAGED POPULATIONS ......................................................................... 45

TABLE OF CONTENTS

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KACTS Long Range Transportation Plan - 2010-2035 - Page ii -

HOUSING TRENDS ....................................................................................................... 47

TRANSPORTATION AND COMMUTING TRENDS .............................................. 49

TRAFFIC PATTERNS .................................................................................................... 53

MAJOR EMPLOYERS .................................................................................................... 57

C. FUNDING SUMMARY AND FISCAL CONSTRAINT .............................................. 61

MPO CAPITAL IMPROVEMENT FUNDING FORMULA ..................................... 62

-DISTRIBUTION FORMULA FOR NHS FUNDS .......................................... 62

- DISTRIBUTION FORMULA FOR STP FUNDS ........................................... 63

D. FOR MORE INFORMATION ........................................................................................ 66

E. FIGURES

1. KACTS MEMBERSHIP .......................................................................................................... 8

2. PLANNING FACTORS MANDATED BY SAFETEA-LU .............................................. 10

3. POLICY OBJECTIVES MANDATED BY STPA ............................................................... 12

4. KACTS PUBLIC PARTICIPATION ACTIVITIES ............................................................ 13

5A.KACTS POLICIES - GOALS AND OBJECTIVES ............................................................ 15

5B.KACTS POLICIES – GOALS AND OBJECTIVES (continued) ....................................... 16

6. YCCAC SOUTH COUNTY URBAN TRIPS, FY 1998-2004 ............................................ 32

7. TONS OF MATERIAL LOADED BY COMMODITY, 2002 ............................................ 39

8. TONS OF MATERIAL DISCHARGED BY COMMODITY, 2002 .................................. 40

9. POPULATION OF KACTS TOWNS, 1970-2000 .............................................................. 43

10. PERCENT OF TOTAL KACTS POPULATION BY TOWN, 1970 & 2000 .................... 44

11. NUMBER OF HOUSING UNITS IN KACTS AREA, 1980-2000 ................................... 48

12. BUILDING PERMITS ISSUES IN KACTS TOWNS, 1990-2002 ..................................... 49

13. MEANS OF TRANSPORTATION TO WORK, 1990 & 2000 .......................................... 50

14. CARPOOLING IN THE KACTS AREA, 2000 .................................................................. 51

15. PERCENT OF TOTAL HOUSING UNITS IN KACTS TOWNS

BY VEHICLES AVAILABLE, 1960-2000...................................................................... 52

16. TRAVEL TIME TO WORK IN KACTS AREA (ONE WAY), 1990 & 2000 ................... 53

17. AVERAGE ANNUAL DAILY TRAFFIC NORTH AND SOUTH

ON INTERSTATE 95 AT NH BORDER. 1973-2001 ................................................... 54

18. AVERAGE DAILY TRAFFIC NORTH AND SOUTH BY MONTH ON

INTERSTATE 95 AT NH BORDER .............................................................................. 55

19. NAVAL SHIPYARD AVERAGE ANNUAL EMPLOYMENT, 1989-2002 ................... 59

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KACTS Long Range Transportation Plan - 2010-2035 - Page iii -

F. TABLES

1. FUNCTIONAL HIGHWAY CLASSIFICATION IN KACTS AREA ............................. 18

2. MAJOR HIGHWAYS IN KACTS AREA ........................................................................... 18

3. ROUTE 236 LEVEL OF DATA SERVICE .......................................................................... 25

4. HIGH CRASH LOCATIONS IN KACTS AREA, 2006-2008 .......................................... 25

5. HISTORICAL CRASH TRENDS IN KACTS AREA, 1996-2008 .................................... 25

6. RECENT FUNDING FOR KACTS PUBLIC TRANSIT ................................................... 31

7. COAST BOARDINGS IN BERWICK, FY 2007-2010 ........................................................ 33

8. SHIPMENTS BY WEIGTH, 2002 AND 20035 ................................................................... 35

9. TOP COMMODITIES BY WEIGHT, 2002 ......................................................................... 35

10. TOP TRADING PARTNERS FOR MAINE, 2002 ............................................................. 36

11. POPULATION GROWTH IN KACTS TOWNS, 1970-2000 ........................................... 42

12. KACTS POPULATION PROJECTIONS TO 2020 ............................................................ 44

13. POPULATION LIVING IN POVERTY, 1989 & 1999 ...................................................... 46

14. HOUSING AFFORDABILITY INDEX FOR KACTS TOWNS ....................................... 47

15. MEANS OF TRANSPORTATION TO WORK IN KACTS AREA, 1990 & 2000 ......... 50

16. AVERAGE ANNUAL NUMBER OF VEHICLES BY CLASSIFICATION

ON INTERSTATE 95 AT NH BORDER, 2000-2003 ................................................... 55

17. HIGHWAY COUNT LOCATIONS IN KACTS AREA WITH AVERAGE

ANNUAL DAILY TRAFFIC (AADT) GREATER THAN 10,000 ............................. 56

18. RECENT AADT INCREASES GREATER THAN 500 IN KACTS AREA .................... 57

19. TOP 5 WORK COMMUTING DESTINATIONS BY KACTS RESIDENTS, 2000 ........ 58

20. MAJOR EMPLOYERS IN KACTS TOWNS (>50 EMPLOYEES) ................................... 60

21. HIGHWAY AND TRANSIT REVENUE V. COST, 2003-2025 ....................................... 65

G. MAPS

1. KACTS CAPITAL IMPROVEMENT AREA & PLANNING AREA ................................ 4

2. KACTS CAPITAL IMPROVEMENT AREA (NORTHERN PORTION) ......................... 5

3. KACTS CAPITAL IMPROVEMENT AREA (SOUTHERN PORTION) .......................... 6

4. MAINE OZONE MAINTENANCE AREAS ..................................................................... 11

5. MAINE FREIGHT SYSTEM ................................................................................................ 37

6. PERCENTAGE OF MINORITIES BY CENSUS BLOCK, 2000 ........................................ 45

7. PERCENTAGE OF POPULATION LIVING IN POVERTY

BY CENSUS BLOCK, 1999 ............................................................................................ 46

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KACTS Long Range Transportation Plan - 2010-2035 - Page 1 -

As a condition for receiving and spending Surface Transportation Program funds from

the Federal Highway Administration (FHWA), Federal law requires that urbanized

regions with 50,000 or more people establish a metropolitan planning organization

(MPO). MPOs authorized by the Federal-aid Highway Act of 1962 are responsible for

developing continuing, comprehensive, and cooperative transportation plans,

sometimes known as Long-Range Transportation Plans (LRTP), that meet Federal

planning requirements. Each MPO is designated by agreement between Maine’s

governor and the municipalities in a metropolitan region. KACTS is one of nearly 400

MPOs in the United States and Puerto Rico, and one of four MPOs in the State of Maine.

Although various forms of metropolitan transportation planning have existed in many

areas of the United States since the construction of the interstate system, the federal

government did not officially designate the MPO as a transportation planning forum

until 1975 when the Urban Mass Transportation Administration (predecessor to the

Federal Transit Administration (FTA)) and the Federal Highway Administration

(FHWA) revised their transportation planning regulations. Although federal

regulations have changed transportation policy a great deal since that time, the MPO

continues to serve as an important conduit for looking at metro-regional transportation

issues and coordinating intergovernmental decision making with public input.

PURPOSE

The purpose of the KACTS 2035 Long Range Transportation Plan (LRP) is to address

transportation planning, policy, and funding issues as they relate to: highways, transit

services, bicycle and pedestrian facilities, freight services, and rail. The Plan evolves

around two major components: a needs component which identifies what projects are

needed to meet the travel demands of the future, and a fiscally responsible financial

component which identifies what projects can be accomplished based on projected

financial resources. It has been developed to reflect and complement various

community, regional, and state plans and is built on goals, objectives and strategies that

reflect the need for a balanced transportation system that provides a range of choices for

all its users.

Due to KACTS unique location bordering the states of New Hampshire and Maine, the

region serves as a gateway to the state and plays an important role in the transportation

system of Maine and the northeast. The MPO area contains six of the most heavily

I. INTRODUCTION

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traveled roadways entering Maine: Interstate 95, U.S. Route 1, the Route 1 Bypass, State

Route 4, State Route 9, and U.S. Route 202.

THE KACTS REGION

The KACTS area is located in southwestern Maine and borders New Hampshire. The

metropolitan area that KACTS represents is actually only the Maine portion of a much

larger metropolitan region that extends across the border into New Hampshire. On the

New Hampshire side, Strafford Metropolitan Planning Organization and Rockingham

Metropolitan Planning Organization, formally the Seacoast Metropolitan Planning

Organization, are responsible for administering transportation planning activities. The

three MPOs are somewhat unique to MPO bodies in the United States because each

state has separate and distinct transportation planning authority for a contiguous

interstate urbanized area. However, the three MPOs have a working interstate

relationship on regional planning issues and projects.

The MPO area is composed of two

areas: (1) an area that defines where

capital improvements can be made,

(2) an area that defines where

planning funds can be utilized. The

capital improvement area is

essentially the urbanized area

identified by the last decennial

Census plus any small additional

territory to account for

transportation assets that function as

part of the urbanized area

transportation system. U.S. Census

population density figures define an

urbanized area as being a

contiguous area of 50,000 persons

with a density of 1,000 persons per

square mile. In 2005, the KACTS

Committee voted to extend the area

where planning funds can be

utilized to include all core KACTS

member towns as well as Acton, North Berwick, Ogunquit, Sanford, Wells and York.

The Piscataqua River Bridge lies in the heart of the

Portsmouth Urbanized Area connecting Portsmouth, NH

and Kittery, ME.

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2000 population data from the U.S. Bureau of the Census divided the former Dover-

Rochester-Portsmouth, NH urbanized area into two individual urbanized areas: the

Dover-Rochester urbanized area and the Portsmouth urbanized area. The KACTS area

continues to plan for areas within both the Dover-Rochester and Portsmouth urbanized

areas. However, this area consists of only the Maine portion of the two urbanized areas,

and constitutes approximately 12% of the total two-state urban area population.

On the following page, Map 1 shows the entire KACTS MPO Area including the Capital

Improvement and Planning Areas. Map 2 on page 5 shows the northern portion of the

KACTS Capital Improvements Area. Map 3 on page 6 shows the southern portion of

the KACTS Capital Improvement Area.

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As maps 1 through 3 indicate, the KACTS area is a contiguous area that links Kittery,

Eliot, South Berwick and Berwick, with a very small area located in Lebanon. The entire

area lies adjacent to a much larger urbanized area in New Hampshire across the

Piscataqua River.

The urban part of Kittery is the most populous of the KACTS area, accounting for over

40% of the KACTS urban population. Although it represents the largest portion of the

KACTS population, the town experienced very little growth in the past twenty years.

During the period between 1990-2000, population growth was offset to some extent by

the work force reduction of the area’s largest employer, the Portsmouth Naval

Shipyard. The total employment level at the Shipyard declined from a high of 8,400 to

about 4,000. Since 2000, the employment level at the Shipyard has increased slightly to

just over 5,000. The commercial and retail business growth that did occur in the past

twenty years was primarily along the Route 1 corridor.

The urban section of Eliot, which lies adjacent to Kittery, is primarily residential. These

residences generate high levels of traffic at commuter hours. The number of shopping

and other service facilities has grown along Route 236 in Eliot, adding access points

along an arterial designed for high speed traffic.

The urban sections of Berwick and South Berwick are composed primarily of the village

areas with surrounding residential areas in each town. Both of these municipalities

have a major State highway traveling through the village areas.

Lebanon, located in between Sanford, Maine and Rochester, New Hampshire, has a

small “urbanized” area along Route 202/11. This area lies adjacent to East Rochester,

and consists primarily of commercial land uses with a small concentration of residential

development northwest of Route 202/11.

MEMBERSHIP

The KACTS MPO is administered by a Committee that is representative of the entire

MPO area and knowledgeable about the area’s transportation needs and deficiencies.

The Committee is composed of government officials representing member

municipalities including, Kittery, Eliot, South Berwick, Berwick, and Lebanon, as well

as local transit providers serving the KACTS area, the Maine Turnpike Authority

(MTA), the Maine Department of Transportation (MaineDOT), and the Southern Maine

Regional Planning Commission (SMRPC). The public transit agency currently

represented on the Committee is the York County Community Action Corporation. The

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Committee includes voting and non-voting seats (Figure 1).

Members of SRPC, RPC, and the New Hampshire Department of Transportation have

non-voting seats on the KACTS Committee. Conversely, SMRPC has membership

privileges on the Technical Advisory Committee and Policy Committee for both SRPC

and RPC. In addition, the Town of Berwick is represented on the Board of Directors for

the Cooperative Alliance for Seacoast Transportation (COAST), in order to ensure

interstate communication on issues specific to public transportation.

THE PLANNING PROCESS

KACTS participants collaborate in an ongoing transportation planning process in order

to carry out the provisions of governing Federal laws. The KACTS Committee,

operating as the MPO designee, is the decision maker at the local level. SMRPC and the

MaineDOT provide technical and administrative support to the Committee. The

program is funded by the Federal Highway Administration, the Federal Transit

Administration, the, and through local matching revenues.

The KACTS Long Range Transportation Plan (LRTP) serves as a guideline for

implementing transportation improvements in the KACTS area for a planning horizon

to 2035. The Transportation Plan is one of three transportation planning tools that

MPOs are directed to use in indicating planning directions and priorities for the MPO

FIGURE 1: KACTS MEMBERSHIP

Voting Members:

Towns Agencies

Kittery (2 votes) York County Community Action Corporation

Eliot Maine Turnpike Authority

South Berwick Maine Department of Transportation

Berwick Southern Maine Regional Planning

Lebanon

Nonvoting Members:

Strafford Regional Planning Commission (SRPC)

Rockingham Planning Commission (RPC)

New Hampshire Department of Transportation

Federal Highway Administration

Federal Transit Administration

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Reconstructing Route 1 in Kittery, a KACTS Transportation Improvement Project.

area. In addition to the LRTP is the Unified Planning Work Program (UPWP), which is

a document that coordinates the planning tasks and studies carried out by MPO

participants. It has a two year horizon and describes not only the MPOs planning

priorities but how planning funds will be allocated. The Transportation Improvement

Program (TIP) has a four year horizon and is a tool used to implement detailed

improvement projects that are consistent with the Transportation Plan. All projects in

the TIP must have the approval of the KACTS Committee. These three tools help ensure

the region's eligibility for federal transportation funding.

The purpose of the Transportation Plan is to ensure that various transportation projects

are consistent with the area's overall development policies, and are coordinated with

one another to provide an effective transportation system that makes efficient use of

available funds. The Plan includes both short term and long term strategies that lead to

the development of an effective and integrated intermodal transportation system. Plan

recommendations are implemented through the Transportation Improvement Program

(TIP).

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FIGURE 2: PLANNING FACTORS MANDATED BY

SAFE ACCOUNTABLE FLEXIBLE EFFICENT TRANSPORTATION EQUITY ACT –

LEGACY FOR USERS (SAFETEA-LU)

(1) Support the economic vitality of the metropolitan area, especially by enabling global

competitiveness, productivity, and efficiency;

(2) Increase the safety of the transportation system for motorized and nonmotorized users;

(3) Increase the security of the transportation system for motorized and nonmotorized users;

(4) Increase the accessibility and mobility of people and for freight;

(5) Protect and enhance the environment, promote energy conservation, improve the quality

of life, and promote consistency between transportation improvements and State and

local planned growth and economic development patterns;

(6) Enhance the integration and connectivity of the transportation system, across and

between modes, for people and freight;

(7) Promote efficient system management and operation, and;

(8) Emphasize the preservation of the existing transportation system.

FEDERAL REQUIREMENTS

Since the passage of the Federal Intermodal Surface Transportation Efficiency Act

(ISTEA) in 1991, there has been an increased effort to strengthen the overall

transportation planning process through Metropolitan Planning Organizations.

SAFETEA-LU contains eight broad categories to be considered in the planning process.

Under SAFETEA-LU the planning factors that govern “safety and security” are now

two separate planning factors, and the “environmental” factor has been modified to

specify that the planning process is to “promote consistency between transportation

improvements and State and local planned growth and economic development

patterns.” These factors are outlined below in Figure 2:

In addition to SAFETEA-LU, the Clean Air Act Amendments of 1990, and the Sensible

Transportation Policy Act (STPA), KACTS is regulated by other federal and state laws

including the National Environmental Policy Act, the 1990 Americans with Disabilities

Act, and the Maine Comprehensive Planning and Land Use Regulation Act. For further

information about how these laws affect the KACTS planning process, please contact

the Southern Maine Regional Planning Commission.

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AIR QUALITY CONFORMITY

Due to the fact that the KACTS is located in an ozone “maintenance” area as designated

by the U.S. Environmental Protection Agency (EPA) in the Clean Air Act Amendments

of 1990, the KACTS Transportation Plan must be updated every four years. A

“maintenance” area is a geographic area where levels of an air pollutant are at risk of

not meeting a national ambient air quality standard (NAAQS). MPOs are required

along with state and local governments to develop a plan to maintain low levels of

emissions if a “maintenance” area falls within their jurisdiction. An air quality

monitoring station in Kittery has recorded that there have been a total of 126 days that

ozone levels have exceeded national ambient standards since 2000 (based on 84ppb

standard, 2009).

KACTS serves as a member of the Conformity Consultation Group, which is a multi-

agency committee which reviews and recommends policies regarding transportation

projects, plans, and conformity in Maine. Other members include the other the

Portland and Lewiston MPOs, the Maine Department of Environmental Protection

(DEP), MaineDOT, FHWA and EPA.

MAP 4: Maine Ozone Maintenance Areas

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STATE REQUIREMENTS

In addition to the requirements of SAFETEA-LU, KACTS is required to address

planning goals, policies, processes and other requirements from Maine’s 1991 Sensible

Transportation Policy Act (STPA). In 2007, a significant amended was made to the

STPA which included guidelines to evaluate transportation alternatives as part of the

decision making process. This new language requires MPOs to evaluate and document

existing land use policies when anticipating any significant capital improvement or

expansion of the transportation system. KACTS planning activities are also

incorporated into the Maine Department of Transportation’s own statewide Long

Range Plan and Transportation Improvement Program. Figure 3 lists STPA policy

objectives that must be considered by KACTS in its Long Range Transportation Plan.

Although there is a great deal of overlap between the STPA and SAFETEA-LU, the

STPA does provide more direction in specific areas such as the requirement to integrate

land use and transportation planning.

FIGURE 3: POLICY OBJECTIVES MANDATED BY THE

SENSIBLE TRANSPORTATION POLICY ACT (1) Promote the coordinated and efficient use of all available and future modes of transportation;

(2) Meet the diverse transportation needs of the people of the State, including rural and urban

populations and the unique mobility needs of the elderly and disabled;

(3) Ensure the repair and necessary improvements of roads and bridges throughout the State to

provide a safe, efficient, and adequate transportation network;

(4) Minimize the harmful effects of transportation on public health and on air and water quality, land

use and other natural resources;

(5) Reduce the state’s reliance on foreign oil and promote reliance on energy efficient forms of

transportation;

(6) Be consistent with the purposes, goals and policies of the Comprehensive Planning and Land Use

Regulation Act; and

(7) Incorporate a public participation process in which local governmental bodies and the public have

timely notice and opportunity to identify and comment on transportation concerns.

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THE PUBLIC PROCESS

Proactive public participation is a vital component of the MPO planning process.

SAFETEA-LU legislation stresses the early inclusion of all interested parties in the

development of the Transportation Plan, and sustained participation throughout the

process. It also requires MPOs to provide “a reasonable opportunity” for interested

parties to review and comment on draft long range transportation plans. KACTS has

applied these concepts in the development of its Long Range Transportation Plan as

well as in the development of its Public Involvement Plan.

The KACTS Public Involvement Plan updated annually, lays out procedures the MPO

will follow during the development of all its planning documents, including the Long

Range Transportation Plan. A copy of the document can be found on the KACTS

website or obtained by contacting SMRPC. What follows is a list of public participation

actions taken for the Plan.

FIGURE 4: KACTS PUBLIC PARTICIPATION ACTIVITIES*

May 10, 2010 - Draft of Technical Update of Transportation Plan distributed for a

15 day comment period before final Committee approval. Notice of availability

placed in area newspapers. Copies of the Plan available at each Town Hall and

draft plan posted in SMRPC’s KACTS webpage.

May 25, 2010 - KACTS Committee holds public information meeting, entertains

final comments on Draft Technical Update of the Transportation Plan.

September 09, 2010 – KACTS Committee approves final Technical Update of the

plan. * KACTS Committee members were also encouraged to seek input from their respective towns

throughout the development of the Transportation Plan.

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A. Policies

The KACTS transportation plan is founded on a set of policies organized as a hierarchy

of policy goals and objectives i.e. “what we want to achieve.” These policies provide a

benchmark for KACTS to monitor and evaluate the transportation system and socio-

economic conditions, and measure its progress toward achieving its policy guidelines.

The policies of this plan depict the member communities’ commitment to provide a safe

and accessible transportation system that efficiently meets the mobility needs of its

residents, visitors and businesses while supporting economic growth, minimizing

environmental impacts, and capitalizing on the unique character of the region. In short:

“Maximizing the opportunities to enhance the movement of goods and people

through the Gateway to Maine”

The seven major policies that are the foundation to the KACTS Transportation Plan are:

1. Improved Public Safety;

2. An Integrated Multimodal Transportation System;

3. Maximized System Management;

4. A Strengthened connection between Lane Use, Economic Development and

Transportation;

5. Enhanced Environment Prosperity;

6. A Fiscally Responsible Transportation System; and

7. Improved Freight Management;

B. Implementation Strategies

The implementation strategies reflect the member communities’ commitment as to how

to achieve the desired transportation policies. The Committee uses several items for

implementation, including the Transportation Improvement Program (TIP) and Unified

Planning Work Program (UPWP). Please refer to each of these documents for further

information.

II. LONG RANGE TRANSPORTATION PLAN

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FIGURE 5A: KACTS Policies - Goals And Objectives

#1 Improved Public Safety:

Reduce the number of High Crash Locations (HCL)

Reduce frequency and severity of traffic related accidents

Improve bicycle and pedestrian safety

Implement ITS strategies to improve overall system safety and security

Maintain coordination efforts with NH on Traffic Coordination

Management efforts

#2 An Integrated Multimodal Transportation System:

Increase system accessibility to all modes

Facilitate connectivity across and between all modes

Increase public transportation options

Better access between bicycle and pedestrian facilities and public services

Improve mobility options

Increase non auto trips

#3 Maximized System Management:

Better management of travel demand strategies

Sustain or improve Level of Service (LOS) through the use of technology

Reduce travel time and vehicle miles traveled (VMT)

Increase mobility through Information Technology Systems (ITS)

#4 A Strengthened Connection between Land Use, Economic Development and

Transportation:

Foster investment in existing urban core areas

Promote compact, mixed use growth patterns

Link regional transportation decisions with local land use decisions

Move freight more efficiently

Strengthen the rail, port and highway connection

Foster relationships with public providers

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KACTS POLICIES - GOALS AND OBJECTIVES (continued) #5 Enhanced Environmental Prosperity:

Reduce negative impacts on the natural and built environment

Promote compact, mixed use growth patterns

Increase alternative fuel options

Reduce air and noise pollution

Reduce greenhouse gas emissions

Reduce the number of single occupancy vehicles

Promote energy conservation through more efficient movement of freight

#6 A Fiscally Responsible Transportation System:

Identify new federal, state, and local funding opportunities

Maximize public private partnerships

Extend the life of the system through ITS and travel demand management

Explore funding alternative including tax increment financing, impact fees

and user fees

Preserve the existing transportation system through sound maintenance

practices

#7 Improved Freight Management:

Maximize opportunities to enhance the movement of goods through the MPO

into Maine

Strengthen the rail, port and highway connection

Maximize existing freight transportation corridors to minimize impacts on

secondary roadways

Promote energy conservation through more efficient movement of goods

These policy goals and objectives influence the transportation planning process by

providing the KACTS committee with guidelines to handle and/or approach specific

problems that are unique to the KACTS metropolitan region. The KACTS committee is

informed about these specific problems through an inventory of its transportation

system as well as an analysis of current and future socioeconomic, land use, and

transportation trends affecting the area. Together, the policies, inventory, and analysis

of trends enable the KACTS Committee to develop coordinated and informed

recommendations for improving the transportation system in the area.


The following section of the plan presents a multi-modal picture of the existing KACTS

transportation system.

A. TRANSPORTATION CHARACTERISTICS

Transportation serves as a means to connect a diverse range of users groups with

goods, services and other resources. As such, the condition, safety, and efficiency of the

regions transportation system are all important factors that need to be monitored

regularly. A well balanced system should take into consideration all modes, including

motor vehicles, bicycles, pedestrians, trains, and transit services. Equally, good

governance of the system - ensuring safety, efficiency and longevity are not

compromised - is becoming more crucial as we enter into a period where funding

sources are diminishing. This section of the Plan will discuss the various aspects of the

existing transportation system within the KACTS region.

EXISTING ROADWAY NETWORK

A key part of the transportation infrastructure is the roadway network. Within the

roadway network there is a hierarchy known as functional classification. Functional

classification is the process by which public streets and highways are grouped into

classes according to the character of service they are intended to provide. Generally,

highways fall into one of four broad categories: principal arterial, minor arterials, collector

roads, and local roads.

Principal Arterials (Interstate & Other) are the highest classification. They serve

through trips and provide limited access to adjacent land use, provide longer through

travel between major trip generators (larger cities, recreational areas, etc.). Minor

Arterials are designed to provide for relatively high overall speeds with minimum

interference. MaineDOT further classifies arterials as either “mobility” or “retrograde”.

A mobility arterial is a rural arterial with posted speed limit of 40 mph or more that

carries 5,000 or more vehicles per day for at least 50% of its length. A retrograde arterial

is a type of mobility arterial on which crash rates due to vehicles entering and exiting

driveways exceed the 2001 state average crash for similar roadways. Collectors have

the function to link local roads and streets with arterials; they collect traffic from the

local roads and also connect smaller cities and towns with each other and to the

arterials. Local roads provide access to private property or low volume public facilities.

These divisions may be used as a basis for determining jurisdiction, design standards,

and allocation of funds.

III. APPENDICES

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There is a total of approximately 190 miles of highway in the current KACTS area.

Table 1 shows the total mileage for each Functional Classification of the highway

system.

TABLE 1: FUNCTIONAL HIGHWAY CLASSIFICATION IN KACTS AREA

Functional

Classification

Current

Mileage

Local 110

Principal Arterial 21

Minor Arterial 26

Major Collector 19

Minor Collector 6

Interstate 8

TOTAL 190

Source: SMRPC, Maine Department of Transportation

There are several major highways servicing the KACTS area. These highways carry the

highest volumes of goods and people and are an important link in the regions economy.

Think of these highways as the region’s backbone, connecting the KACTS towns with

the rest of the State and New England.

TABLE 2: MAJOR HIGHWAYS IN KACTS AREA

Highway # Functional Classification(s) Towns

I-95 Principal Arterial Kittery

202/11 Principal Arterial Lebanon

1 Principal/Minor Arterial Kittery

236 Principal/Minor Arterial Berwick, South Berwick, Eliot &

Kittery

4 Major Collector &

Principal Arterial

Berwick & South Berwick

103 Major Collector & Local Eliot & Kittery

91 Major Collector South Berwick

9 Major Collector Berwick

101 Minor Collector & Local Eliot & Kittery Source: Maine Department of Transportation

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Interstate 95 (I-95) is a six lane, toll facility that passes through southern Maine,

including the town of Kittery, and crosses into New Hampshire. Traffic volumes can

vary depending on the time of year. Average daily counts are 71,380 (2008) per day but

can peak to as high as 130,000 (2008) during the peak summer season. As well as being a

major commercial route within and between Maine and the rest of New England, it

serves as a major commuting corridor within the KACTS region.

Route 202/11 is one of the region’s busiest east-west roadways; it serves as a major truck

route for commercial vehicles as well as commuters traveling from the western part of

the state into New Hampshire and on to Boston. It is a two lane principal arterial that

connects the Lebanon, ME and Rochester, NH areas with Route 16 (Spaulding

Turnpike) in New Hampshire. It carries an average daily traffic volume of 11,200.

Route 1 is primarily a four lane arterial in Kittery, becoming a two lane arterial in parts

of York, Ogunquit and Wells. It carries heavy seasonal traffic from New Hampshire

through York County and on up to the northern part of the State, and a steady stream of

commuters and shoppers who utilize the outlet malls in Kittery. There is a short bypass

segment that loops around the downtowns of Portsmouth and Kittery connecting

directly back into to I-95. The average daily traffic volume is 18,400.

Route 236 is a two lane retrograde arterial that links Kittery, Eliot, South Berwick and

Berwick. It is a major commuter corridor and carries the highest volume of traffic (with

the exception of the interstate) within the MPO. Average daily volumes range from

18,890 in Kittery, peak to 20,030 in South Berwick and drop as low as 4,820 in Berwick.

In 2008, the MaineDOT completed the Route 236 Corridor Study which identified base

traffic and roadway conditions and deficiencies for the corridor.

The MPO also contains several collector roads that serve lower volumes of traffic but

still provide valuable access and connectivity to more localized traffic; they also provide

utility for emergency vehicles. Local roads are the largest component of the network in

terms of lane miles but these roads carry the lowest volumes of traffic. Bicycle and

pedestrian facilities tend to be located on the local roads. However, these kinds of

facilities are sorely lacking through out the region. It must be noted that segments of Rte

1, 9, and 236 in the down towns of Kittery, South Berwick, and Berwick do have

sidewalks; as does Route 1 at the outlet malls in Kittery.

________________________________________________________________


NETWORK DEFICIENCIES

As mentioned before, the roadways listed above are the region’s backbone; they are

critical to the region and benefit the communities in a number of ways as they haul

freight, move people, and drive economic development and tourism. However, these

roadways all experience problems related to high traffic volumes, levels of congestion

and safety. Furthermore, they are often the roadways that cost the most to maintain.

Deficiencies can be measured in many ways; however it is usually associated with the

level of service (LOS) of a roadway. LOS is a qualitative measure describing operational

conditions within a traffic stream taking into account a number of variables including

speed and travel time. There are six levels of service ranging from “A” being the very

best, to “F” being the worst. Level “F” represents heavily congested flow with traffic

demand exceeding capacity. Currently there are a number of intersections and roadway

segments in the KACTS region that already operate at LOS of “D” and below. Traffic

modeling projected out to 2026 has determined these locations will be operating at a

LOS of “F” if control measures are not put in place.

Hotspots or problem sites include certain intersections on Route 236 that experience a

LOS of D or below. (Table 3) Weekend travel during the peak of summer I-95

experiences very high traffic volumes, significantly increasing travel time along the

corridor.

TABLE 3: ROUTE 236 LEVEL OF SERVICE DATA

Intersections with existing or predicted LOS of D, E, or F. 2006 2026

Town Intersection

AM

Peak

PM

Peak

AM

Peak

PM

Peak

Kittery Route 236 / Exit 3 NB off-ramp A A C F

Eliot Route 236 / Bolt Hill Rd B C F F

Eliot Route 236 / Route 103 B D F F

South Berwick Route 236 / Route 91 A F F F

South Berwick Route 236 / Quarry Drive C F F F

South Berwick Route 236 / Vine St C D F F

South Berwick Route 4 / Route 236 B F F* F*

South Berwick Route 236 / Academy St C F E* F

South Berwick Route 236 / Portland St (w/ Police Control) F - F F

South Berwick Route 236 / Portland St (Stop Sign Only) D F

* w/ Police Control

Source: Maine DOT - Route 236 Corridor Study

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BRIDGES

As mentioned earlier, the KACTS region is unique in so far as it only represents the

Maine portion of a much larger metropolitan region that borders New Hampshire. The

Piscataqua River acts as a boarder separating the land of Maine and New Hampshire,

and severely restricting transportation access between the two States. Although there

are currently three bridges between Kittery and Portsmouth, the next access point

connecting Maine and New Hampshire is approximately 14 miles away in South

Berwick. These three bridges, the Memorial bridge (Route 1), Sara Mildred Long bridge

(Route 1 Bypass), and I-95 High Level Bridge are important connections and play an

integral part in the safe and efficient movement of people and goods into and out of

Maine.

The Memorial Bridge, a lift span

bridge constructed in 1920, is

reaching the end of its life

expectancy and has a weight

restriction of three tons. Due to

ongoing maintenance issues, the

bridge has experienced several

closures over the last couple of

years and recent studies have

identified serious structural

deficiencies. It must be noted

that the Memorial Bridge is the

only one of the three bridges that

accommodates bicycles and

pedestrians. Memorial Bridge

The Sara Mildred Long, constructed in the 1940’s, is the other lift span bridge. It carries

not only Route 1 Bypass traffic but rail traffic to the Portsmouth Naval Ship Yard. It is

also weight restricted at ten tons.

The I-95 High Level Bridge, constructed in 1971, carries interstate traffic from New

Hampshire to Maine. Unlike the other two bridges, the I-95 Bridge is a six lane high

level fixed span, which means it does not have to open or close to allow large vessels to

pass underneath it. Of the three bridges it carries the most vehicles, approximately

44,900 vehicles a day.

________________________________________________________________


A segment of the on-road Eastern Trail in

Kittery

BICYCLE & PEDESTRIAN INFRASTRUCTURE

Bicyclists have the same mobility needs

as any other road user. Increasingly, land

use and transportation planners are

recognizing the bicycle as a viable

transportation mode. While recreation is

still the primary use of the bicycle, more

people are beginning to cycle as a way to

commute to work and run errands.

Historically, incorporating bicycle and

pedestrians needs into transportation

planning has not been a priority.

However, the MPO understands that it is

important to create a balanced

transportation system that integrates

cycling and walking as part of daily life.

As a result, communities will experience

economic, health, and environmental

benefits, and will notice an improved

quality of life for its citizens. Also,

providing dedicated bicycle lanes

increases the safety and comfort level for

both the cyclist and other roadway users

by giving clear directional signage and devoted space for each user.

Facilities traditionally consist of bike lanes, mixed use paths, designated bike routes,

and paved shoulders. Although there are no dedicated bike lanes in the KACTS region,

all the major arterials, including Route 1, 4, 202 and 236, do have either four or six foot

paved shoulders - the minimum paved shoulder width recommended by the American

Association of State Highway and Transportation Officials (AASHTO). Paved shoulders

not only provide a safe space for the cyclist but also provide a break-down area for

motor vehicles. They can also help extend the service life of the road surface since edge

deterioration will be significantly reduced; this is especially important as we enter an

uncertain economic era where transportation funding is diminishing.

At the present time, there is only one designated bicycle route in the KACTS area; the

Eastern Trail. The Eastern Trail extends 80 miles from Kittery to South Portland, and

include both on-road and off-road sections. Once fully developed, the Eastern Trail will

include approximately 37 miles of off-road cycling within the old rail corridor of the

________________________________________________________________


Eastern Railroad. Today, the Eastern Trail riders can meander on-road through the rural

countryside and villages of southern Maine as well as historic mill towns and ocean

side beaches. This stretch of trail is also part of the larger East Cost Greenway system; a

trail that will run approximately 3,000 miles along the east coast from Canada to Florida

when it is complete. The Eastern Trail Management District (ETMD) and the Eastern

Trail Alliance are the two organizations with the responsibility for developing and

maintaining trail segments - www.easterntrailmanagement.org or

www.easterntrail.org. MaineDOT also has more information at www.exploremaine.org.

Pedestrians are a part of every roadway environment and attention should be paid to

their presence. Sidewalks are the primary facility provided to meet their needs, and

care must be taken when designing a pedestrian network to account for all users.

Sidewalks provide access, improve safety and increase the social livability of a

community.

Sidewalks and recreational walking trails are sorely absent from the area, due in part to

the rural nature of the MPO. However the downtown areas of Kittery, Eliot, South

Berwick and Berwick do have sidewalks and crosswalks to accommodate pedestrians,

and as new subdivisions are being built sidewalks are being included. Much of the

existing sidewalk infrastructure is old and does not meet current ADA standards. As

towns replace or extend their sidewalk network they will be required to meet ADA

standards. Kittery and Eliot will shortly be undertaking studies to address and enhance

bicycle and pedestrian needs, while South Berwick recently completed (2009) a

downtown transportation feasibility study that focused heavily on the safety and needs

of pedestrians.

NETWORK SAFETY AND SECURITY

Metropolitan Planning Organizations are being encouraged to effectively address safety

and security issues in accordance with policies outlined in SAFETEA-LU. Federal

requirements also require MPO long-rang plans to comply with State Strategic

Highway Safety Plans.

SAFETEA-LU established the Highway Safety Improvement Program; which is

structured and funded to make significant progress in reducing fatalities on the nation’s

highways. The Highway Safety Improvement Program creates a positive agenda for

increased safety by increasing the funds for infrastructure safety and requiring strategic

highway safety planning, focusing on results.

SAFETY

http://www.easterntrailmanagement.org/

http://www.easterntrail.org/

http://www.exploremaine.org/

________________________________________________________________


Safety is of the utmost importance when thinking about transportation planning; this

includes being proactive to address current and future safety issues, whether they relate

to vehicle crashes at intersections, pedestrian incidents, or even vehicle/animal

collisions. While human suffering is the primary effect of crashes, the financial burden

is also noteworthy. According to the Federal Highway Administration, estimated

societal costs are $230.6 billion per year or $829 per person (2009). Understanding crash

types and identifying crash trends can better prepare planners to consider appropriate

projects and strategies that increase the safety of the motorized and nonmotorized user,

and avoid unnecessary associated costs.

MaineDOT uses crash data obtained from the State and local police to determine high

crash locations (HCL). Every intersection (node) and section of roadway (link) is

analyzed to come up with a Critical Rate Factor (CRF). The CRF is a comparison of

actual accident rate on a link or at a node to the expected accident rate based on road

type, vehicle miles of travel, and a statewide average of accident rates. A CRF greater

than 1 on a link or at a node indicates an accident rate higher than should be expected at

that location when based on statewide data.

In addition to determining the CRF, MaineDOT maintains data on all the accidents on

the links and at the nodes. Reports are produced at locations with CRF greater than 1

that have more than 8 accidents during a 3 year period. These locations are then called

high crash locations. MPOs, MaineDOT and municipalities often use HCL data to make

informed decisions about highway safety improvements.

Based on MaineDOT analysis of crashes in the KACTS area between 2006 and 2008,

there were 16 high crash locations; Table 13 below lists all the high crash locations from

2006-2008. Also included in Table 13 is the percent of crashes occurring at these

locations that resulted in an injury. This can be an indicator of the severity of accidents

that are occurring. For example, the intersection at Route 236 and Route 91 experienced

13 accidents, with 46% resulting in a personal injury. This is a fairly high injury rate for

such an intersection with a large amount of accidents.

________________________________________________________________


TABLE 4: HIGH CRASH LOCATIONS IN KACTS AREA, 2006-2008

Town Location Description Total

Accidents

Critical

Rate Factor

% with

Injuries

Berwick Route 9, at Wilson Road and Route 236 18 1.11 28

Route 236 at New Dam Road 18 1.46 28

Hubbard Road near Bridge #6221 12 1.32 33

Route 236 near Regan Lane 16 1.27 25

Route 9 (School Street) near Wentworth Road 11 1.04 54

Kittery Route 1 at Route 103 (Walker Street) 21 1.20 33

Route 1 and Old Wilson Road Link 10 1.51 10

Route 1 at Mill Bridge 15 1.06 27

Lebanon none

S. Berwick Route 236/Route 4 (Main Street) at Portland Street 10 1.61 10

Route 236 at Route 91 (York Woods Road) 13 2.38 46

Route 236 at Main Street 10 1.63 0

Route 236 at Quarry Drive 9 1.74 44

Source: Maine Department of Transportation, Maine High Crash Location Listing, 2006-2008

Table 14 shows historical crash trends for the KACTS area. The locations listed in this

table are those that have consistently been high crash locations for each three-year

period from 1996-2006. Note that the beginning and ending years of each counting

period overlap with preceding and following three-year periods.

TABLE 5: HISTORICAL CRASH TRENDS IN KACTS AREA, 1996-2008

Town Location 1996-

1998

1998-

2000

2000-

2002

2002-

2004

2004-

2006

2006-

2008

Berwick School Street at Allen Street &

Wilson Street 10 9 11 12 14 18

Kittery Traffic Circle at Rte 1 & 236 42 36 13 18 28 n/a

Shapleigh at Whipple Street &

Woodlawn Avenue 14 17 13 12 n/a n/a

S. Berwick Rte 236 at Main Street 12 9 8 8 13 10

Source: Maine Department of Transportation High Crash Location Listings, 1996-2006

As mentioned earlier, Federal requirements also require MPO long-rang plans to

comply with State Strategic Highway Safety Plans. In 2007 the Maine Department of

________________________________________________________________


Transportation completed a Strategic Highway Safety Plan for the state of Maine. The

vision of the plan is to “Create a significantly safer transportation system in Maine”. It

has four emphasis areas and key objectives to focus on.

Safety Belts / Passenger Restraints – In 2002, Maine had the third lowest safety belt

use in the nation, a mere 59.2%.

Objective: Focus on increasing Maine’s safety belt use and encourage the

proper use of child safety restraints.

Lane Departure Crashes – This type of crash represents the leading fatal crash type

in Maine, accounting for 76% of the state’s crash fatalities.

Objective: Identify and maintain the overall quality and safety standards

of the road, especially in high crash locations.

Younger / Older Drivers – While young drivers represent 13% of all Maine drivers,

they represent nearly 30% of drivers involved in crashes. As for mature drivers,

Maine has the highest average resident age in the U.S.

Objective: Identify those most at risk and develop specific crash reduction

programs.

Aggressive Driving – This takes on many forms, but most often illegal or unsafe

speed is the leading factor in crashes as well as disregard for Traffic Control Devices,

following too close, improper passing, and improper and unsafe lane changes.

Objective: Determine the frequency of road crashes related to aggressive

driving and develop appropriate countermeasures.

SECURITY

Before the passage of SAFETEA-LU, safety and security were combined into one

planning factor. The current regulation lists them separately and reads: “increase the

safety of the transportation system for motorized and non-motorized users” and

“increase the security of the transportation system for motorized and non-motorized

users.” The goal behind this change was to emphasize the importance of safety, and to

acknowledge the special concerns regarding security in the wake of the events of

September 11, 2001.

________________________________________________________________


The MPO has been actively involved with a bi-state (Maine and New Hampshire)

Traffic Incident Management Committee whose primary focus is on improving traffic

incident management on the region’s major roadways. Focus areas include,

interoperability, incident detection and verification, incident response and

preparedness, incident clearance, and the use of Intelligent Transportation Systems

(ITS) technology along the I-95 corridor and other major highways.

MPO member towns also have their own Hazard Mitigation Plans, which are

developed in coordination with transportation, law enforcement and operational

agencies. These plans address issues such as evacuation, mitigation and first-responder

actions.

The Portsmouth Naval Ship Yard, located within the MPO boundary, deserves the

highest level of security, not only for the base its self but for the transportation

infrastructure that supports it.

INTELIGENT TRANSPORTATION SYSTEMS (ITS)

Intelligent Transportation Systems are a broad range of technologies that can make the

existing transportation network safer and more efficient. Safety and efficiency are

among the principal goals of the KACTS LRTP, and ITS technology can be cheaper than

rebuilding the existing infrastructure. The MPO recognizes the need to continue to

develop sound ITS strategies moving forward. Various uses can include:

Congestion Management Dynamic message signs

Surveillance cameras and traffic monitoring

High-speed tolling

Traffic signal coordination

Transponders (EZ Pass)

Incident Management Surveillance cameras

Cell phone and radios

Variable message signs

Computer aided dispatch

Public Transit Automated vehicle tracking

Electronic fare payment

Real time information

________________________________________________________________


ITS applications in the KACTS region include:

Weigh in Motion sensors on Interstate 95, Route 1 and Route 236

First phase of MaineDOT commercial vehicle inspection CVISN project

Surveillance Cameras along the I-95/Maine Turnpike

EZ Pass toll system on the Maine Turnpike

Variable message signs located throughout the region

Computer Aided Dispatch - York

TRANSPORTATION DEMAND MANAGEMENT

Each year, millions of dollars are spent in the region to build and maintain roads,

sidewalks and bicycle facilities. However, as revenues decline, the need to implement

alternative cost-effective ways to meet the mobility needs of the region must be

established.

Travel Demand Management (TDM) is one cost-effective approach that can be used to

improve the efficiency of the system without having to expanding or invest millions in

the transportation network. TDM promotes alternatives to driving alone, encourages

the use of public transit and supports telecommuting and other work related incentives.

Even though individual automobile owners are the most visible users of the highway

infrastructure, there are several other means of ground transportation that use the

highways. These include carpooling and vanpooling systems, public transit systems,

interstate bus and van systems, and commercial trucking.

RIDESHARING SYSTEMS

Over the last couple of years, TDM initiatives have been gaining support both at the

MPO level and the State level. There are several programs currently serving the KACTS

MPO, including the GoMaine Program.

GoMaine is a statewide Commuter Transportation Resource Program, administered by

the Greater Portland Council of Governments (GPCOG), which provides ride matching

services and vanpools for commuters throughout the state. The program integrated

Maine’s two former ride matching programs (the Rideshare Program in Southern Maine

and the GoAugusta Program) into one statewide program in 2002. At the end of 2009,

GoMaine had over 509 registered carpools, 39 registered vanpools, and 8,160 total

commuters in their ride matching database.

In 2009, KACTS also partnered with its New Hampshire counterparts, the Strafford

Regional Planning Commission and the Rockingham Planning Commission to expand

________________________________________________________________


and strengthen the existing Seacoast Commuter Options Program.

KACTS has also reached out to the Naval Shipyard to explore the idea of broadening its

current vanpool fleet of 35. C & C Carriers also provides round trip transportation

services for Naval Shipyard workers living in the Sanford area.

Essential to the GoMaine program are the state’s Park and Ride lots. Currently, there

are three Park and Ride lots in the KACTS communities with others planned. A lot

exists in East Lebanon at the intersection of Route 202 and Depot Road. Although

GoMaine has not taken routine surveys of cars using lots, random windshield surveys

conducted in October 2009 revealed that on average only four vehicles used the 50

vehicle capacity lot on a daily basis. The town of South Berwick also operates a lot,

with approximately 20 spaces, behind the municipal building located along Main Street.

The lot was constructed in 1996 as a combination municipal / Park & Ride lot. The Town

of Berwick has shown some interest is utilizing a town owned facility as a potential lot,

and there are also plans to develop a lot on Route 4 in Berwick as development occurs.

The Wells Transportation Center, located off of Maine Turnpike Exit 19, also has 100

paved spaces available.

Findings from the South Berwick Feasibility Study concluded that more lots are needed

to serve the MPO communities and improve commuting traffic along the Route 236

Corridor. The study also recommended tying these lots into TDM measures to service

the commuter shed for the Naval Shipyard in Kittery, and the Pease International

Tradeport in Portsmouth. MaineDOT is currently revisiting this problem in conjunction

with the Maine Turnpike Authority (MTA) to study other areas where Park and Ride

lots should be considered.

________________________________________________________________


PUBLIC TRANSPORTATION SYSTEMS

There are two established public

transit organizations that serve the

KACTS area directly. York

County Community Action

Corporation (YCCAC) has made

public, demand-responsive transit

service available to every

municipality in the area since

before KACTS was formed in

1983. YCCAC remains the only

public transit provider in the

towns of Kittery, Eliot, South

Berwick, and Lebanon. The

Cooperative Alliance for Seacoast

Transportation (COAST) provides

fixed route service to the town of

Berwick.

The KACTS MPO receives an annual allocation of public transit funds from the Federal

Transit Administration (FTA). The funding is split between these two agencies, and

recent funding for both agencies is outlined below in Table 3. In addition to the FTA

funds, MaineDOT and other local resources account for the required fifty percent

matching requirement for operating funds.

________________________________________________________________


TABLE 6: RECENT FUNDING FOR KACTS PUBLIC TRANSIT

York County Community Action Corporation

Fiscal

Years

Federal Transit

Administration (FTA)

Matching Funds

(MaineDOT and Local)

Total

2006 $126,553 $126,553 $253,106

2007 $129,453 $129,453 $258,906

2008 $138,609 $138,609 $277,218

2009 $132,596 $132,596 $265,192

Cooperative Alliance for Seacoast Transportation (COAST)

Fiscal

Years

Federal Transit

Administration (FTA)

Matching Funds

(MaineDOT and Local)

Total

2006 $62,216 $62,216 $124,432

2007 $64,150 $64,150 $128,300

2008 $68,272 $68,272 $136,544

2009 $65,309 $65,309 $130,618

*Funding numbers are based on approximate figures. Source: SMRPC

YCCAC currently operates regularly scheduled demand responsive service to all towns

in the KACTS area for the general public. Riders are required to make a reservation 24

hours in advance. People are picked up at their homes and transported to medical

facilities and shopping, and are then returned to their homes. For residents in the

KACTS area, YCCAC transports riders to the Dover/Somersworth area, the

Portsmouth/Newington area, and Kittery. There is also a service that transports seniors

in Kittery and Eliot for medical appointments, shopping, miscellaneous errands, or

meal sites. Fares for both services are variable dependent upon income status of the

rider, age and other considerations. Some trips are paid for under contract. Although

not funded through the Federal Transit Administration, YCCAC also provides other

services in the KACTS communities including trips to Waban, a non-profit organization

that provides assistance to children and adults with developmental disabilities, as well

as trips for MaineCare eligible persons through a volunteer driver program.

Figure 6 shows demand/response service ridership numbers for communities in the

KACTS area. With the exception of the Berwick’s shopping and medical route (which

serves Berwick, North Berwick and South Berwick), ridership numbers increased for

other KACTS area routes.

________________________________________________________________


Source: YCCAC. Note: Data from York Trips is not available for FY 2006 and FY 2007.

The Cooperative Alliance for Seacoast Transportation (COAST) operates the only fixed

schedule bus route in the KACTS area. COAST Route 1 provides service between

Dover & Somersworth, New Hampshire, and Berwick, primarily along High Street in

Somersworth and Central Avenue in Dover. The service has 12 round trips a day, five

days a week, between 5:30am and 7:30pm. There is no service on the weekends. The

route has been in existence since 1990, although it has undergone a number of minor

changes from time to time.

The COAST fare is $1.50 for each trip, with half fare for the elderly, handicapped, and

Medicare recipients. Monthly passes for all COAST routes are available for $52 per

month and children under five don not have to pay a fare. Recent ridership for Route 1

is shown below.

________________________________________________________________


TABLE 7: COAST BOARDINGS IN BERWICK, FY 2007-2010*

Ridership 2007 2008 2009 2010

Route 1 1,516 1,740 1,953 855

ADA 17 20 22 10

TOTAL 1,533 1,760 1,975 865

% change -- 15% 12% 13%

Source: COAST, FY 2010 ridership has only counted the months from October 2009 to February 2010. COAST FY starts in

October and ends in September.

People using the COAST bus system in Berwick has steadly increased over the past

four years. Table 4 provides ridership numbers of Route One, but only for passengers

getting on and off at one of the Berwick bus stop locations.

Shoreline Explorer

2010 marks the 5th year of operation of the

Shoreline Explorer by YCCAC. This

network of public and privately operated

transportation services was the third of

MaineDOT’s Explorer systems established.

The Shoreline Explorer has both seasonal

routes connecting the towns of Kennebunk,

Kennebunkport, Wells, Ogunquit, and York.

The Shoreline Explorer also provides year-

round service connecting Sanford and Wells

and serves the Wells Regional

Transportation Center.

Photo of a Molly Trolley (manufactured in Wells, Maine) purchased with ARRA funds (2009)

INTERSTATE BUS AND VAN TRANSPORTATION SERVICES

Service to Boston and Logan Airport is provided by C & J Trailways, Vermont Transit

and Greyhound Bus Lines. C & J offers daily service out of Dover, Durham and

Portsmouth. Greyhound offers a limited service in Dover, New Hampshire. With a

reservation, Mermaid Transportation provides van service to Logan and Manchester

airports and makes stops at all Park and Ride lots along the Maine Turnpike, including

the lot at Exit 19 in Wells.

________________________________________________________________


FREIGHT

PASSENGER RAIL

There is no passenger rail service into the KACTS area at this time, but there is freight

service into the Naval Shipyard operated by Pan Am Railways. Although there is no

passenger service that stops in the KACTS region, there are nearby stations located in

Dover, New Hampshire and Wells, Maine. These stops are part of a larger rail service

run, the Amtrak Downeaster, which travels between Portland to Boston. The track are

owned Pam Am Railways, and was originally constructed by the Boston and Maine

Corporation in 1873. The track passes through the MPO area of South Berwick, passing

right along the Berwick / South Berwick town line near the New Hampshire border.

Persons wishing to reach the Dover, N.H. train station from Berwick are able to use

COAST Route 1, which has stops in downtown Dover.

FREIGHT RAIL

Most freight in the area is delivered via truck. There are three freight rail lines in the

MPO area. One is owned and operated by Pan Am Railways (formerly Guilford

Transportation Industries). The line is also shared by the Amtrak Downeaster

passenger rail service. The rail line has only one active siding used for freight in the

area, which is utilized by Pratt & Whitney in North Berwick.

The other line is operated by New Hampshire North Coast Corporation, which runs

along the Maine/NH border from Ossippee, NH to its connection with the Pan Am

main line in Rollinsford. There is also a short branch line that serves the Naval

Shipyard in Kittery and connects to Pan Am mainline in Portsmouth.

Table 8 below provides freight movements by mode for the State of Maine for 2002, and

also projections for 2035. The vast majority of shipments (88%) are handled by truck,

and this general trend is expected to continue.

________________________________________________________________


Table 8: Shipments by Weight, 2002 and 2035 (millions of tons)

2002 2035

Within State From State To State Within State From State To State

# % # % # % # % # % # %

Total 40.9 100 22.1 100 31.5 100 55.8 100 43.1 100 52.5 100

Truck 36.1 88 16.2 74 12.8 41 48.2 86 36.4 84 23.2 44

Rail 0.7 2 3.1 14 3.1 10 0.7 1 2.9 7 5.2 10

Water <0.1 <1 <0.1 <1 <0.1 <1 <0.1 <1 <0.1 <1 <0.1 <1

Air, air and truck <0.1 <1 <0.1 <1 <0.1 <1 <0.1 <1 <0.1 <1 <0.1 <1

Truck and rail <0.1 <1 <0.1 <1 <0.1 <1 <0.1 <1 <0.1 <1 <0.1 <1

Other intermodal1 <0.1 <1 <0.1 <1 <0.1 2 <0.1 <1 0.1 <1 1.1 2

Pipeline and unknown2 4.0 10 2.6 12 14.8 47 6.9 12 3.7 9 22.8 43

Source: FHWA Freight Analysis Framework

1 Other intermodal includes U.S. Postal Service and courier shipments and all intermodal combinations except air and truck. 2 Pipeline and unknown shipments are combined because data on region-to-region flows by pipeline are statistically uncertain. Note: Numbers may not add to totals due to rounding.

The top commodities by weight that are shipped to and from Maine are shown in the

following tables, along with the top trading partners.

TABLE 9: Top Commodities by Weight, 2002

Tons (millions) Within State Tons (millions) From

State Tons (millions) To State

Total 40.9 Total 22.1 Total 31.5

Logs 11.9 Wood prods. 4.3 Coal, n.e.c.1 15.0

Coal, n.e.c.1 4.3 Newsprint/paper 3.9 Nonmetallic minerals 1.7

Other agr products 3.5 Coal, n.e.c.1 2.4 Gasoline 1.6

Gasoline 3.3 Other foodstuffs 1.5 Basic chemicals 1.3

Waste/scrap 3.0 Mixed freight 1.1 Newsprint/paper 1.1


1 Coal and petroleum products, not elsewhere classified

http://www.ops.fhwa.dot.gov/freight/freight_analysis/faf/state_info/faf2/me.htm#1b

http://www.ops.fhwa.dot.gov/freight/freight_analysis/faf/state_info/faf2/me.htm#2b

http://www.ops.fhwa.dot.gov/freight/freight_analysis/faf/state_info/faf2/me.htm#1a

http://www.ops.fhwa.dot.gov/freight/freight_analysis/faf/state_info/faf2/me.htm#2a

http://www.ops.fhwa.dot.gov/freight/freight_analysis/faf/state_info/faf2/me.htm#1bcommc

http://www.ops.fhwa.dot.gov/freight/freight_analysis/faf/state_info/faf2/me.htm#1bcomma

http://www.ops.fhwa.dot.gov/freight/freight_analysis/faf/state_info/faf2/me.htm#1bcommb

http://www.ops.fhwa.dot.gov/freight/freight_analysis/faf/state_info/faf2/me.htm#1acommc

________________________________________________________________


TABLE 10: Top Trading Partners for Maine, 2002

Tons (millions)

Number Percent

Total 53.6 100

Foreign 11.2 21

PA 13.2 25

NH 7.7 14

MA 5.8 11

Note: Numbers may not add to total due to rounding.


The KACTS region has several roadways that are part of the Heavy Haul Truck

Network, which were designated as a result of the 2003 MaineDOT Commercial Vehicle

Service Plan. The Network is depicted on Map 5 on the following page.

________________________________________________________________


Map 5

Map courtesy of MaineDOT

________________________________________________________________


The KACTS Committee has been involved in several aspects of the region’s freight

network. KACTS assisted MaineDOT in locating options for an additional truck rest

area in the southern part of York County. MaineDOT conducted a Commercial Vehicle

Service Plan in 2003, which found that the biggest need for an overnight rest area

locations was south of Portland along Interstate 95. The site in Kittery that was selected

is owned by Irving Corporation and has become a good example of a public/private

partnership – expanding the previous Howell’s Truck Stop and installing additional

amenities for drivers.

MaineDOT has also invested in ITS technology in the KACTS area and more modern,

efficient motor carrier enforcement with the completion of the Advanced Commercial

Vehicle Screening System (ACVSS) at the Kittery I-95 truck weigh area. The project

used federal funding to modernize and automate how the State Police handles truck

size and weight enforcement. As the traffic proceeds up the ramp, a Weigh in Motion

(WIM) strip is utilized to determine weight compliance. Also in the same location of the

WIM, there is an Optical Character Reader, (OCR). This checks the USDOT number on

the side of the truck for potential “flags” related to safety ratings, suspensions, or other

items of interest. Compliant trucks will benefit by being released more quickly while

State Police officials will be able to better focus their enforcement efforts.

With the completion of this project, focus will now turn towards identifying funding for

I-95 York truck enforcement facility. Taken together, these upgrades will both ensure

that the Maine’s road and bridge infrastructure is protected and that compliant carriers

are able to move their products to and from market in a quicker manner

KACTS has also been involved in the policies and permit procedures that affect truck

Overlimit Permitting in the southern York County region. A series of meetings was

organized in 2006, which focused on how the permits are issued and which routes are

recommended for transport. The meetings included:

Municipal representatives

Maine Turnpike Authority

MaineDOT

Bureau of Motor Vehicles (responsible for issuing permits)

State Police – Commercial Vehicle Enforcement Division

Manufactured Housing Association of Maine

The meetings increased communication between the agencies and the municipalities in

the KACTS area regarding the permits, and also allowed the agencies to hear concerns

from the municipalities and concerned citizens. KACTS produces a yearly summary of

________________________________________________________________


all the permits routed through the area, which are reviewed for trends and shared with

the KACTS communities.

In 2009, KACTS completed the FHWA Freight Profile for the MPO and also met with

FHWA staff to review the document. It is available by contacting KACTS.

AIR SERVICE

Logan Airport in Boston, the Portland International Jetport, and the Manchester-Boston

Regional Airport are the closest terminals with long distance and international

connections. Several bus and van services are available for residents of the area to reach

each of these airports.

On a smaller scale, Little Brook Airpark, located off of Beech Rd east of Route 236 in

Eliot, has a 2701 x 50 foot asphalt runway suitable for small planes. There are 11

hangers, and the airport is attended from 9:00 a.m. until 4:00 p.m. Major services

include tiedown, hanger, and fuel for aircrafts based at the airport.

Sanford Municipal Airport, primarily used for private aircraft, is open 24 hours and has

two runways; 6,000 x 150 asphalt and 5,000 x 150 asphalt. Both are lighted from sunset

to sunrise.

MARINE FACILITIES

The Port of Portsmouth, with the New Hampshire Port Authority Terminal, is the

closest marine cargo facility to the MPO. Major marine terminals are located along the

Piscataqua River between Maine and New Hampshire, and are mostly privately owned

facilities that handle specific cargo. The New Hampshire Port Authority is responsible

for development and

management of the State’s tidal

waters.

The Port Authority also operates

a 600 foot pier and cargo facility

and a 310 foot long barge pier

located between the I-95 and

Route 1 Bypass bridges in

Portsmouth. The facility has two

warehouse facilities with 50,000

square feet of enclosed storage

FIGURE 7: TONS OF MATERIAL LOADED BY

COMMODITY, 2002

05000

10000150002000025000300003500040000

Cable General

Cargo

Oil Scrap

Metal

Tallow

Source: NH Port Authority

________________________________________________________________


FIGURE 8: TONS OF MATERIAL DISCHARGED

BY COMMODITY, 2002

0

200000

400000

600000

800000

1000000

1200000

Asp

ha

lt

Ce

men

t

Die

se

l

Gyp

su

m

LP

G

Pro

pa

ne

Source: NH Port Authority

space, along with approximately 8

acres of open storage. There is rail

access to the facility, and several cranes

are available for loading and unloading

cargo.

The largest volume of cargo loaded at

the Port Authority terminal was fiber

optic cable in 2002. This is evident in

Figure 7, which shows the type and

amount of products loaded at both

public and private terminals in

Portsmouth harbor. Undersea fiber

optic cable is loaded at Simplex

Technologies, Inc. The Port Authority

discharges much more tonnage. Energy commodities such as oil, coal and gas compose

most of the share of cargo passing through the port (Figure 8).

Other than the Naval Shipyard in Kittery, marine facilities in the KACTS region are

small-scale. Marine infrastructure in the town of Eliot is located along the Piscataqua

River, bordering the State of New Hampshire. The river is marked with buoys and has

an average depth of 35 feet. The primary activity for Eliot facilities is recreational

boating and fishing. There are no facilities for working large ocean-going vessels.

Eliot Facilities:

Number of public launching facilities: 1

Number of privately owned wharves with public use: 2

Number of marinas: 2

Number of moorings: 200+

There are also several private landings used by the owners for recreational boats

or fishing craft. Six homeowners rent moorings to the public.

Access:

There is no railroad service in the Town of Eliot. State Route 103, Interstate 95,

and U.S. Route 1 are the major highway connections. Access is considered to be

adequate for the present level and type of marine activity in the area.

________________________________________________________________


Aside for the Naval Shipyard, Kittery has some smaller harbor facilities. They are

located on the north side of the Piscataqua River basin and Portsmouth Harbor. A

lighted whistle buoy, Whaleback Light, and the Portsmouth Harbor Light at New Castle

mark the entrance to the harbor, and the channel is marked with buoys, lighted buoys,

and day beacons. The primary activities on the Kittery side of the harbor, with the

exception of the Naval Shipyard, are fishing and recreational boating. There are no

docking facilities outside of the Naval Yard for working large ocean-going vessels.

Facilities:

Number of publicly owned wharves: 2

Number of publicly owned launching facilities: 2

Number of privately owned wharves with public use: 5

Number of privately owned launches with public use: 1

Number of marinas: 3

Number of moorings: 300 with berthing spaces 2,889 linear feet

Access:

Kittery has limited access to the Boston and Maine Railroad, which operates a

spur serving the Shipyard. The major highway connections are Interstate 95, U.S.

Route 1, State Routes 103 and 236. Rail and highway services are considered

adequate for the level and type of port activity.

________________________________________________________________


B. Socio-Economic Trends

The inventory of transportation systems in the KACTS area provides an indication of

the area’s strengths and weaknesses with regard to the Transportation Plan’s five major

goals: public safety, universal mobility, system efficiency, economic prosperity, and an

enhanced environment. Another essential part of the Transportation Plan is an

inventory of current foreseeable trends that may place new demands on the existing

transportation system.

POPULATION GROWTH TRENDS

All of the KACTS municipalities, with the exception of Kittery, have experienced a

considerable amount of population growth over the past 30 years. However, the

region's population growth in the 1990s slowed down from the more rapid growth that

the region experienced in the 1970s and 1980s. Table 5 shows these growth trends.

Berwick, Lebanon, and South Berwick experienced the most growth over the last 30

years, while the town of Kittery has seen only a slight increase over the past 20 years,

and a decrease in population since 1970. Figure 9 on the following page graphically

illustrates the growth trends for each town.

TABLE 11: POPULATION GROWTH IN KACTS TOWNS, 1970-2000

Source: 1970, 1980, 1990, 2000 Census

FIGURE 9: POPULATION OF KACTS TOWNS, 1970-2000

Town 1970 1980 1990 2000 Avg.

Annual

70-80

Avg.

Annual

80-90

Avg.

Annual

90-00

Avg.

Annual

70-00

Berwick 3136 4149 5995 6353 3.23% 4.45% 0.60% 3.42%

Eliot 3497 4948 5329 5954 4.15% 0.77% 1.17% 2.34%

Kittery 11028 9314 9372 9543 -1.55% 0.06% 0.18% -0.45%

Lebanon 1983 3234 4263 5083 6.31% 3.18% 1.92% 5.21%

S. Berwick 3488 4046 5877 6671 1.60% 4.53% 1.35% 3.04%

TOTAL 23132 25691 30836 33604 1.11% 2.00% 0.90% 1.51%

________________________________________________________________


*

Source: 1970, 1980, 1990, 2000 U.S. Census & 1999 Kittery Comprehensive Plan

Another way to depict growth in the KACTS area is by looking at the shifting

percentage of population in the total area according to each town. As can be seen from

the graphs in Figure 10, Kittery’s share of the total KACTS population has decreased

substantially since 1970, from 47% to 28% in 2000. Each of the remaining towns has

experienced significant growth, and has gained in its share of the total.

0

1000

2000

3000

4000

5000

6000

7000

8000

9000

10000

11000

12000

1970 1980 1990 2000

Berwick

Eliot

Kittery

Lebanon

South Berwick

* Kittery’s 1999 Comprehensive Plan explains population decreased mostly as a result of reduced employment at the Shipyard.

________________________________________________________________


Berwick

14%

Eliot

15%

Kittery

47%

Lebanon

9%

South Berwick

15%

FIGURE 12: PERCENT OF TOTAL KACTS POPULATION BY TOWN, 1970 & 2000

1970 2000

Source: 1970, 2000 U.S. Census.

The most recent population projections produced by Maine State Planning Office

predict a total population increase in KACTS towns of about 11% from 2000 to 2015

(Table 6). That translates to a moderate annual population increase of about .7% for the

entire region. Lebanon is projected to have the greatest increase over this period by

adding 17% of its current population, while Kittery is expected to grow the least

amount by adding 6% of its current population.

TABLE 12: KACTS POPULATION PROJECTIONS TO 2020

Source: 1990, 2000 Census; & Projection made by the Maine State Planning Office (2008)

Towns 2000 2005 2010 2015 2020 Average

Annual

2000-2020

Berwick 6,411 7,348 7,730 8,312 8,917 1.95%

Eliot 5,997 6,413 6,945 7,492 8,066 1.72%

Kittery 9,602 10,453 10,757 11,264 11,754 1.12%

Lebanon 5,117 5,561 6,129 6,713 7,337 2.17%

S. Berwick 6,731 7,304 7,976 8,693 9,453 2.02%

TOTAL 33,858 37,079 39,536 42,474 45,527 1.72%

Berwick19%

Eliot18%

Kittery28%

Lebanon15%

South Berwick20%

________________________________________________________________


DISADVANTAGED POPULATIONS

The moderate growth occurring in the region has done very little to change the racial

composition of the region. The 2000 Census estimates that the population that identifies

itself as minority or “non-white” in the KACTS communities account for approximately

two to three percent of the entire population. This is roughly a one percent increase

from 1990. The Census reports that groups with African or Asian lineage are among the

largest minority groups in the area. The Latino presence is very small in the region,

with three of the twenty-three census blocks in the area holding one to four percent

Latinos. According to the 2000 Census, there are very few linguistically isolated non-

English speaking people in the KACTS region. This small group is evenly distributed

among the KACTS towns, and most speak an Indo-European language other than

Spanish.

Despite the low numbers of minorities in the area, there are some concentrations of

minority groups in Kittery. Map 6 shows the percentage of minorities by census block

in order to give a picture of the minority presence in the entire region. The population

density for the individual census blocks in the KACTS towns range from approximately

500 to 2,600 people.

MAP 6

________________________________________________________________


With the exception of South Berwick, Table 7 shows that the population of residents

living under the federal poverty line has increased substantially over the last ten years

in the KACTS area. Map 7 shows that higher concentrations of poverty exist in

northern Kittery, western Lebanon and western Berwick.

TABLE 13: POPULATION LIVING IN POVERTY, 1989 & 1999

Berwick Eliot Kittery Lebanon South Berwick

Total Living in Poverty in 1989 268 239 313 155 199

Total Living in Poverty in 1999 522 344 710 521 194

% Living in Poverty in1989 4.50% 4.52% 3.52% 3.65% 3.42%

% Living in Poverty in 1999 8.27% 5.80% 7.62% 10.42% 2.92%

Source: 1990, 2000 U.S. Census

MAP 7

________________________________________________________________


HOUSING TRENDS

While the Federal measure of poverty uses the cost of food consumption for different

sized families as its preferred measure of affordability, housing is another important

indication of an area’s relative affordability. The affordability index, sometimes used to

show housing affordability, shows the relationship between available household

income and housing cost. An affordability index of less than 1.0 is considered

unaffordable for a median income family. According to the Maine State Housing

Authority, the state had an affordability index of .89 and York County, 0.83. An

affordability index of 0.89 means that a family earning only the median income can only

afford to buy a home worth 89% of the median home value in the area. Of the five

municipalities, four of them are considered less affordable than the state average, and

three of them are less than the County average. The result is that many household

budgets in the KACTS region are stretched thinner than their Maine counterparts.

The cost of housing has important ramifications on the transportation costs that impact

KACTS household budgets, and points to the necessity of coordinating transportation

and land use decisions to improve the area’s affordability. According to the U.S.

Bureau of Labor Statistics Consumer Expenditure Survey, transportation costs are

second only to housing costs, accounting for $.18 of every household dollar spent

versus shelter expenses, which account for $.19 of every dollar spent by a household.

Food, utilities, healthcare and education are much smaller expenditures accounting for

$.14, $.07, and $.02 of every household dollar spent, respectively.

TABLE 14: HOUSING AFFORDABILITY INDEX FOR KACTS TOWNS

Affordable Income Median Gaps

Affordability Median Price at Needed Home Income Price

Location Index Income Med Inc to Afford Price Gap Gap

Berwick 0.80 $53,930 $169,416 $67,804 $213,000 $13,874 $43,584

Eliot 0.80 $69,574 $206,731 $86,660 $257,500 $17,086 $50,769

Kittery 0.61 $55,402 $170,183 $90,469 $277,900 $35,067 $107,717

Lebanon 0.77 $44,467 $141,360 $57,392 $182,450 $12,925 $41,090

South Berwick 0.89 $68,356 $213,536 $76,828 $240,000 $8,472 $26,464

York County 0.76 $53,366 $166,801 $69,906 $218,500 $16,540 $51,699

Maine 0.79 $46,321 $139,684 $58,951 $178,000

$12,630 $38,316

Source: Maine State Housing Authority, 2008

________________________________________________________________


Of the 5 towns that participate with KACTS, three of the five currently have growth

caps, which are a growth tool allowed in the state to regulate housing growth. The

three towns include Berwick (70), Eliot (48) and Lebanon (57). While these growth caps

are useful tools for moderating growth, their restriction on housing supply can affect

housing affordability, and therefore household budgets.

The growth caps instituted in the towns are partially responses to the unprecedented

growth in housing that has occurred in the region. Figure 11 below shows the number

of new housing units in each community between 1980 and 2000 in ten-year intervals.

The most housing growth during this twenty-year period occurred in South Berwick

(1005) and Berwick (887), which experienced an annual growth rate of 4% and 3.7%

respectively. These two towns are followed by Kittery (824), Lebanon (639), and Eliot

(583). However, most of the growth in the Berwicks occurred during the 1980s. From

1990 to 2000, housing unit growth was stronger in Kittery, Eliot and Lebanon. In the

1990s, those three towns increased their housing stock by 448, 399 and 340 units

respectively, while South Berwick and Berwick grew by 226 and 192 units.

FIGURE 11: NUMBER OF HOUSING UNITS IN KACTS AREA, 1980-2000

Source: 1980, 1990, 2000 U.S. Census

0

500

1000

1500

2000

2500

3000

3500

4000

4500

5000

Berwick Eliot Kittery Lebanon South Berwick

1980

1990

2000

________________________________________________________________


Building permit information is also a useful indicator for documenting growth. Figure

12 below shows building permits are steadily increasing in the KACTS region, with

some anomaly years occurring during the period from 1990 to 2002. Notice the large

number of housing permits issues in 2001 by the Town of Berwick. Berwick has since

adopted a growth cap.

FIGURE 12: BUILDING PERMITS ISSUED IN KACTS TOWNS, 1990-2006

Source: SMRPC

TRANSPORTATION AND COMMUTING TRENDS

As the KACTS region experiences moderate growth, new demands on the

transportation infrastructure are transforming the way people commute to work. In

Table 9 and Figure 12, the table and graph display snapshot pictures of how the region’s

means of transportation changed from 1990 to 2000. The number of car travel and

single occupancy automobile drivers steadily grew in the ten-year period. Public

transportation ridership grew slightly in the last ten years. However, other alternative

forms of transportation such as carpooling, bicycling and walking became less popular

in 2000. The figures for individual KACTS towns are given in Table 9, because some

towns experienced anomaly commuting trends. For example, Kittery’s “work at home”

population decreased by 67%, while the rest of the region experienced a 63% increase in

“work at home” residents.

0102030405060708090

100110120130

90 91 92 93 94 95 96 97 98 99 00 01 02 03 04 05 06

Berwick

Eliot

Kittery

Lebanon

South Berwick

________________________________________________________________


Transportation Mode 1990 2000 1990 2000 1990 2000 1990 2000 1990 2000 1990 2000

Car, truck, or van 2760 3186 2540 2782 3678 4407 1961 2274 2852 3231 13791 15880

Drove alone 2249 2797 2137 2449 3174 3869 1594 1907 2484 3081 11638 14103

Carpooled 511 389 403 333 301 538 367 367 368 150 1950 1777

Public transportation 35 52 0 22 57 25 21 24 21 43 134 166

Bicycle 0 0 5 19 74 23 0 0 9 0 88 42

Walked 57 9 59 17 394 235 8 14 53 99 571 374

Other means 20 0 12 16 46 26 6 0 0 16 84 58

Worked at home 33 162 73 178 610 202 58 153 60 110 834 805

S. Berwick TOTALSBerwick Eliot Kittery Lebanon

TABLE 15: MEANS OF TRANSPORTATION TO WORK, 1990 & 2000

Source: 1990, 2000 U.S. Census Summary File 3A

FIGURE 13: MEANS OF TRANSPORTATION TO WORK, 1990 & 2000


11638

1950

834 571134 88

14103

1777805

374 166 420

100020003000400050006000700080009000

10000110001200013000140001500016000

Drove alone Carpooled Worked at

home

Walked Public

transportation

Bicycle

1990

2000

________________________________________________________________


Although people in the KACTS area have done less carpooling over the last ten years, it

remains the second most popular means of transportation to work. A breakdown of

2000 carpooling rates is given below in Figure 14. Two person carpools dwarf larger

carpools in the KACTS area.

FIGURE 14: CARPOOLING IN THE KACTS AREA, 2000

Carpooling v. Driving Alone Carpooling Occupancy

Source: 2000 U.S. Census Summary Tape File 3A

Another way of understanding the local population’s orientation towards carpooling is

looking at the number of automobiles owned by individual households. Many two-

person carpool figures probably consist of households sharing a car to commute to

work, because of the greater convenience that households have in making carpooling

arrangements.

On the other hand, households with more than one wage earner have greater

probability of earning sufficient income to own more than one vehicle. The greatest

source of increased demand on transportation services is the influx of new residents

into the area, especially families of working age who have sufficient income to own

vehicles. The number of vehicles available per household in the KACTS area can be

seen in Figure 15 on the following page. As the figure illustrates, over the long run, two

car households have become more common than one car households. This trend is

partly an indication of the household’s real or perceived inconvenience of using

alternative transportation to commute to work, including carpooling.

Figure 15 also shows that the percent of households with 2 or more vehicles counted by

the 2000 Census count has stabilized since the 1990 Census count, remaining around

2 persons84%

3 persons10%

4 persons3%

> 5 persons3%

Carpool11%

Drive Alone89%

________________________________________________________________


65%. In addition, the percent of households with one car and the percent of households

without a car changed very little from 1990 to 2000.

FIGURE 15: PERCENT OF TOTAL HOUSING UNITS IN KACTS TOWNS

BY VEHICLES AVAILABLE, 1960-2000

Source: Maine Detailed Housing Characteristics; U.S. Census: 1960 - 1990.

Population growth and increased commuter automobile use on Maine’s roads has

affected commuter travel time in the KACTS region over the last ten years. As Figure

16 illustrates, a greater number of commuters are taking twenty minutes or more to

travel to work, with significant increases in commuter trips taking thirty minutes or

more.

11.6

10.8

6.5

3.7

71.1

63.9

37.3

29.6

31.2

17.3

25.3

50.2

66.7

64.0

4.8

0.0 10.0 20.0 30.0 40.0 50.0 60.0 70.0 80.0

1960

1970

1980

1990

2000

No Vehicle Available 1 Vehicle Available 2 or More Vehicles Available

________________________________________________________________


FIGURE 16: TRAVEL TIME TO WORK IN KACTS AREA

(ONE WAY), 1990 & 2000


TRAFFIC PATTERNS

In the KACTS area, travel patterns during the week often differ from those on the

weekend. The most congested hours on weekdays usually occur during the early

morning and late afternoon, following typical workday hours. Weekend travel

volumes are spread more evenly throughout the day, with heavy volumes often

occurring on Friday nights and Sunday afternoons.

Traffic growth in the KACTS area used to be monitored by the Department of

Transportation through a Traffic Surveillance Program. Traffic counts were collected at

twenty locations every two years and analyzed specifically for the KACTS region.

Around 1995, the surveillance program was abandoned. KACTS traffic volume

numbers are now available from the Department of Transportation’s Traffic Volume

Annual Reports, which cover traffic volume data for the entire state. Copies of your

region’s traffic volume numbers can be obtained by contacting SMRPC.

146

511

701

633

1678

943

2340

2630

2735

2368

455

868

1031

1050

1965

1004

2418

2609

2705

2424

0 500 1000 1500 2000 2500 3000

> 90

60 to 89

45 to 59

35 to 44

30 to 34

25 to 29

20 to 24

15 to 19

10 to 14

Less than 10

Min

ute

s

# of Commuters

2000

1990

________________________________________________________________


The KACTS area is a popular throughway to other destination points in the state of

Maine. I-95 runs through the region serving as the major corridor for this traffic. Figure

12 shows Annual Average Daily Traffic (AADT) counts on Interstate 95 at the New

Hampshire state line. Traffic volumes at this location have increased by 172% over this

twenty-eight year period. The highway experienced large annual increases during the

1980’s, with growth rates averaging 7.5% during that period. With the coming of a

recession, annual traffic volumes dipped in 1989 and then recovered more slowly at an

average annual rate of 2.5% in the 1990s (Figure 17). Due to problems with counting

equipment, accurate traffic volumes are not available for 2000 or 2001, however it is

estimated that traffic continues to grow, albeit slowly and at slightly above 70,000

AADT.

FIGURE 17: AVERAGE ANNUAL DAILY TRAFFIC NORTH AND SOUTH

ON INTERSTATE 95 AT NH BORDER, 1973-2008

Source: Maine Department of Transportation

In Figure 18, I-95’s monthly traffic volumes show the seasonal traffic volume trends of

the southern Maine region. Peak summer traffic volumes on the highway typically

increase by 100% (double) in August when compared with the winter low. Although

traffic counts are not reliable for this location in 2000 or 2001, there is doubt the strong

patterns remain.

0

10000

20000

30000

40000

50000

60000

70000

80000

73

75

77

79

81

83

85

87

89

91

93

95

97

99

01

03

05

07

Year

AA

DT

________________________________________________________________


FIGURE 18: AVERAGE DAILY TRAFFIC NORTH AND SOUTH

BY MONTH ON INTERSTATE 95 AT THE NH BORDER, 1995-1999

0

20,000

40,000

60,000

80,000

100,000

120,000

Jan

05

July

Jan

06

July

Jan

07

July

Jan

08

July

Jan

09

July

No

v

Av

era

ge

Da

ily

Tra

ffic

Source: Maine Dept. of Transportation

In addition to its count of the number of vehicles passing through Interstate 95 near the

New Hampshire border, the Maine Department of Transportation also counts the

number of vehicles by vehicle classification using weigh in motion sensors. Since 2000

when KACTS began compiling the “weigh in motion” data, the range of vehicles by

classification has remained somewhat consistent over the three-year period. The annual

estimates for north and southbound traffic are provided in Table 10.

TABLE 16: AVERAGE ANNUAL NUMBER OF VEHICLES BY CLASSIFICATION

ON INTERSTATE 95 AT NH BORDER, 2000-2003*

Vehicle Classification Northbound I-95 Southbound I-95

Cars & Trailers 9,676,629 9,681,709

2 Axle Long 1,888,240 1,911,454

5 Axle Double 605,028 652,668

2 Axle, 6 Tire 135,019 183,778

Motorcycles 71,318 82,401

Buses 66,819 85,791

>6 Axle Double 58,787 69,932

<5 Axle Double 54,240 59,317

3 Axle, Single 41,958 43,143

<6 Axle Multi 18,079 18,856

4 Axle Single 2,694 2,441

6 Axle Multi 2,227 2,357

>6 Axle Multi 168 196


________________________________________________________________


Interstate 95 isn’t the only highway in the KACTS area that carries large volumes of

traffic. Each community in the KACTS area has one or more highway with traffic

volume levels in excess of 10,000 vehicles daily. Table 11 lists count locations identified

with high traffic volume of 10,000 vehicles or more.

TABLE 17: HIGHWAY COUNT LOCATIONS IN KACTS AREA

WITH AVERAGE ANNUAL DAILY TRAFFIC (AADT) GREATER THAN 10,000

Town Highway Count Location Count Count Year

Berwick State Route 4 at South Berwick Town Line 11990 2007

State Route 9 at New Hampshire State Line 16850 2005

Eliot State Route 236 SW of State Route 101 15480 2007

State Route 236 NE of SR 101 at S. Berwick Town Line 13740 2007

State Route 236 SE of Depot Road 14910 2007

State Route 236 at Kittery Town Line 18110 2007

State Route 236 SE of Beech Road 17300 2006

State Route 236 NW of Bolt Hill Road 17350 2007

Kittery US 1 NE of Haley Road 11550 2007

US 1 at New Hampshire State Line 10600 2007

US 1 Bypass at New Hampshire State Line 13690 2007

US 1 at Spruce Creek 17350 2007

US 1 NE of Island Ave 11500 2007

US 1 SW of Wilson Road 18410 2007

US 1 SE of Cutts Road 10170 2007

US 1 N of Dion Avenue 11620 2007

Shapleigh Rd (Route 236) SE of Rogers Road 10470 2007

US 1 NE of Rest Area Road 10360 2008

State Route 236 NW of Traffic Circle@ Overpass 11640 2007

Rogers Road (Rte 236) SE of Stevenson Road 18890 2007

Rogers Road (Rte 236) NW of Martin Road 18710 2006

Rogers Road (Rte 236) SE of Rogers Road Ramp 12040 2006

State Route 236 (SB) SE of Dana Ave 10050 2006

Rogers Road SE of Rogers Road Ramp 12040 2007

Lebanon State Route 11/US 202 S at New Hampshire State Line 11210 2007

State Route 11/US 202 SW of Bigelow Road 10920 2006

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S. Berwick Portland Street (Rte 4) NE of Colcord Street 13630 2006

Main Street (Rte 4) at New Hampshire State Line 10530 2006

Main Street (Rte 4/236) N of Route 236 20030 2006

Main Street (Rte 4/236) S of Paul Street 20390 2006

State Route 236 NW of State Route 91 at Great Works

River 16380 2007

State Route 236 SE of Vine Street 13260 2008


Below are some of the AADT locations that have had the largest recent annual increases

in traffic volume. Notice the extensive growth in traffic volume that has occurred on

Route 236, in Eliot, Kittery and South Berwick.

TABLE 18: RECENT AVERAGE ANNUAL AADT

INCREASES GREATER THAN 500 IN KACTS AREA

Town Location

Average

Annual

Change Time Period*

Eliot State Route 236 SE of Route 103 704 1997-2002

State Route 236 NE of Route 101 1137 1995-2000

State Route 236 SE of Bolt Hill Road at Kittery Town Line 551 1995-2002

State Route 236 NW of Beech Road 632 1995-2001

Kittery U.S. Route 1 SW of Wilson Road 512 1995-2000

Rogers Road (Route 236) NW of Martin Road 660 1995-2000

South Berwick State Route 236 SW of Fife’s Lane 696 1995-2002

Source: Chart is based on most recent available data. This chart is intended to highlight major traffic growth periods for selected

locations in the KACTS MPO area. The numbers reflected in the Average Annual Change column should not be used to predict

current or future traffic volumes. Note for example, that various Route 236 traffic average annual AADT changes decrease at a

substantial rate as we approach 2006.

MAJOR EMPLOYERS

Information about major employers in the KACTS area provides some helpful

indication of the source of traffic demand in the KACTS area. Knowing the largest

employment centers and/or the largest employers indicates areas where passenger and

________________________________________________________________


sometimes freight transportation routes are heavily utilized. Despite Census 2000

counts showing increases in longer travel times among KACTS community residents,

the majority of those residents tend to work close to their communities. With the

exception of a large Kittery population that works in Boston, the majority of workers

work in either the Maine or New Hampshire MPO areas. Table 15 shows the top five

work commuting destinations for residents living in each of the KACTS communities.

TABLE 19: TOP 5 WORK COMMUTING DESTINATIONS

BY KACTS RESIDENTS, 2000

Live in Commute to #

Berwick Berwick 547

Dover, NH 352

Portsmouth, NH 341

Kittery 340

Somersworth 236

Eliot Kittery 627

Portsmouth, NH 618

Eliot 416

Newington, NH 123

York 112

Kittery Kittery 1847

Portsmouth, NH 1056

York 230

Boston, MA 180

Dover, NH 159

Lebanon Rochester, NH 368

Lebanon 294

Sanford 236

Dover, NH 235

Portsmouth, NH 165

S. Berwick Kittery 539

Portsmouth, NH 511

S. Berwick 464

Dover, NH 291

York 195

Source: Census 2000

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Kittery is presently the largest work destination for residents in the KACTS

communities. This is in large part because of the Naval Shipyard located in Kittery.

Approximately 25% of the shipyard’s total workforce is composed of residents living in

the five KACTS communities. The state residency of the Naval Shipyard’s total

workforce population is roughly 58% from Maine, 40% from New Hampshire, and 2%

from Massachusetts. Although the shipyard cutback its workforce in the 1990s, the

worker population stabilized and increased at an average annual rate of almost 5% from

1999 to 2002 (See Figure 19). Since 2002, the employment level has increased another

5% to 5,033 employees overall in 2009.

FIGURE 19: NAVAL SHIPYARD AVERAGE ANNUAL EMPLOYMENT, 1989-2002

Source: Seacoast Shipyard Association

In addition to the Shipyard, Kittery hosts a number of other large employers, and is the

dominant employment center in the KACTS area. Table 16 lists other major employers

in each of the towns that draw 50 or greater employees on to roads in the KACTS

region. Other than the manufacturing at the Shipyard and the Maine Ornamental

Workers in Eliot, the local economy is dominated by service sector jobs with larger

employers providing jobs in education, government, and tourism.

0

1000

2000

3000

4000

5000

6000

7000

8000

9000

10000

1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002

# o

f W

ork

ers

________________________________________________________________


TABLE 20: MAJOR EMPLOYERS IN KACTS TOWNS (>50 EMPLOYEES)

Town Employer Type of Business

Berwick Berwick Elementary/Estabrook School Education

Vivian Hussey Elementary Education

Town of Berwick Government

Eliot Maine Ornamental Woodworkers Wood Products

Marshwood Junior High School Education

Visiontel Communications Communications Technologies

Town of Eliot Government

Kittery Greenpages, Inc. IT Consulting Services

Homestead, Inc. Nursing Home Service

Naval Shipyard Ship Building

Shapleigh Middle School Education

Weathervane Seafood Food

Warren’s Lobster House Food

Ships Quarterdeck Restaurant Food

Kittery Trading Post Outdoor Recreational Clothing & Gear

Wilson 5 Janitorial Cleaning Services

Seaward Corporation Electric Utility & Transmission Services

Town of Kittery Government

Lebanon Hanson School Education

Lebanon Elementary School Education

S. Berwick Berwick Academy Education

Marshwood High School Education

Marshwood Middle School Education

South Berwick Central School Education

Town of South Berwick Government

Source: infoUSA, Seacoast Shipyard Association, SMRPC

________________________________________________________________


C. Funding Summary and Fiscal Constraint

SAFETEA-LU requires all Transportation Plans and TIPs to be financially constrained to

only those projects or programs for which funding is reasonably anticipated. In other

words, the idea of having “wish lists” of all the desired projects is not acceptable in the

context of a long range plan.

For highway projects, KACTS receives funds through several programs, usually on a

two year cycle coinciding with the TIP. Surface Transportation Program (STP) and

National Highway System (NHS) funds are apportioned to the MPO for every two year

period. Projects that qualify for this program are submitted to the Committee for

review and selection using the KACTS TIP Project Selection Procedure.

NHS funds are available for roadways that are designated as being on the NHS. In the

KACTS Area these include Route 202/11 in Lebanon, Route 9 in Berwick, Route 4 in

South Berwick, Interstate 95 & Route 1 Bypass in Kittery, and part of the Strategic

Highway Network (STRAHNET) connecting I-95 with the Naval Shipyard in Kittery.

Other STP funds, such as Hazard Elimination and Highway Safety are utilized in the

MPO and are approved by the Committee. These projects are usually selected through

a Statewide process involving management systems utilized by MaineDOT. Bridge

repair and maintenance funds are also distributed Statewide based on bridge condition,

and are utilized in the MPO area. In addition, Interstate Maintenance funds are used

for restoration, resurfacing, and rehabilitation of Interstate 95, which travels through the

KACTS area in Kittery.

A Transportation Enhancement Program was initiated as part of the STP, and

established funding for pedestrian and bicycle projects, scenic easements, landscaping,

and historic preservation. Ten percent of Maine’s STP must be spent on Enhancement

activities. An example of a Transportation Enhancement project in the KACTS area is

the addition of bike lanes on a portion of Dennett Road. This project was submitted by

the Eastern Trail Management District (ETMD) and supported by the KACTS

Committee.

Federal funding through SAFETEA-LU is allocated to state DOTs. Maine DOT and the

four MPOs in Maine have developed a formula for distributing Federal funding, which

takes into account population, lane miles, and vehicle miles traveled (VMT). There is

no federal requirement to provide small MPOs (populations of less than 200,000) with

capital improvement money, but MaineDOT believes that its MPO allocation policy

promotes effective, regional planning. Roads classified as “urban collector” and

“arterial” qualify for federal funding.

________________________________________________________________


Additionally, MaineDOT makes a variety of federally funded investments in urban

areas beyond the MPO programs, including:

Paving of interstate highways and freeways (except for the Maine Turnpike);

Bridge maintenance, repair and replacement projects;

Pavement preservation projects on arterial highways;

Highway safety improvements; and

Community-based projects funded through the competitive Transportation

Enhancement Program, Safe Routes to School, Scenic Byways Program, Small

Harbor Improvement Program, and Congestion Mitigation and Air Quality

Improvement (CMAQ) Program.

MPO CAPITAL IMPROVEMENT FUNDING FORMULA

Maine allocates capital improvement money to the four MPOs based on the formula

that the U.S. Congress uses to distribute transportation funding to the states. The

formula uses a weighted combination of non-interstate lane miles, vehicle miles

traveled and population to calculate NHS, STP and Equity Bonus allocations. The NHS

and non-NHS amounts are combined to determine the total federal allocation for each

MPO.

DISTRIBUTION FORMULA FOR NHS FUNDS

Maine NHS Funds × [(WtVMT × % MPO VMT) + (WtLM × % MPO LM) +

(WtLM/Pop × % MPO LM/Pop)] …where:

Maine NHS Funds = Maine’s biennial apportionment of NHS funding, drawn from the FHWA Fiscal Management Information System Report W10A, with an obligation limitation.

WtVMT = Weighting factor for vehicle miles traveled (0.50), based on the federal formula.

% MPO VMT = Percentage of statewide system VMT within an MPO area.

WtLM = Weighting factor for lane miles (0.36), based on the federal NHS formula.

% MPO LM = Percentage of statewide non-interstate lane miles in an MPO area.

WtLM/Pop = Weighting factor for lane miles ÷ population (0.14), based on federal formula.

% MPO LM/Pop = Percentage of statewide non-interstate lane miles ÷ MPO population.

________________________________________________________________


Data for MPO NHS funding formula

MPO NHS Vehicle Miles

Traveled Non-Interstate NHS Lane

Miles LM ÷ POP

(#) (%) (#) (%) Ratio

ATRC 139,321,770 5.4% 78 3.5% 0.0056

BACTS 76,971,153 3.0% 52 2.3% 0.0051

KACTS 15,278,312 0.6% 7 0.3% 0.0054

PACTS 204,122,005 7.9% 90 4.0% 0.0039

MPO areas 435,693,240 16.9% 226 10.1% 0.0046

Outside MPO areas 2,147,202,078 83.1% 2,008 89.9% 0.0117

Total, Statewide 2,582,895,318 100.0% 2,234 100.0% 0.0097

NHS weighting factors, modeled after federal formula

Factor Federal Formula

Maine Formula*

Vehicle Miles Traveled 0.35 0.50

Lane Miles 0.25 0.36

LM/POP 0.10 0.14

Diesel Fuel Use 0.30 0.00

Total 1.00 1.00

* Note: The federal NHS formula considers estimates of fuel tax payments from motorists in each state to the

national Highway Trust Fund. The MPO formula does not use this factor and adjusts the others proportionally.

DISTRIBUTION FORMULA FOR STP FUNDS

Maine STP Funds × [(WtVMT × % MPO VMT) + (WtLM × % MPO LM)] … where:

Maine STP Funds = Maine’s apportionment of STP funding in a given biennium, drawn from Federal Highway Administration (FHWA) Fiscal Management Information System (FMIS) Report W10A, with an obligation limitation applied.

WtVMT = Weighting factor for vehicle miles traveled (0.62), based on the formula for apportioning federal STP funding to Maine.

% MPO VMT = Percentage of statewide system VMT within an MPO area.

WtLM = Weighting factor for lane miles (0.38), based on the formula for apportioning STP funding to Maine.

% MPO LM = Percentage of statewide system lane miles within an MPO area.

________________________________________________________________


Data for MPO STP funding formula

MPO

Non-NHS Vehicle Miles Traveled Non-NHS Lane Miles

(#) (%) (#) (%)

ATRC 258,609,413.1 4.1% 298.96 2.9%

BACTS 318,293,979.5 5.1% 273.62 2.6%

KACTS 124,244,467.0 2.0% 104.71 1.0%

PACTS 913,756,001.5 14.6% 665.00 6.4%

MPO areas 1,614,903,861.1 25.7% 1,342.29 12.9%

Outside MPO areas 4,659,858,698.9 74.3% 9,060.71 87.1%

Total, Statewide 6,274,762,560.0 100.0% 10,403.00 100.0%

STP weighting factors, based on federal formula

Factor Federal Formula

Maine Formula*

Vehicle Miles Traveled 0.40 0.62

Lane Miles 0.25 0.38

Highway Trust Fund 0.35 0.00

Total 1.00 1.00

* Note: The federal STP formula considers estimates of fuel tax payments from motorists in each state to the

national Highway Trust Fund. Maine’s formula does not use this factor and adjusts the others proportionally.

Beginning with ISTEA, transportation funding combined several old funding categories

into one Surface Transportation Program (STP), and established a National Highway

System in order to prioritize funding for specific roadways with important national

functionality.

For public transportation, KACTS receives funds from the Federal Transit

Administration (FTA) through two grant programs that are allocated to all MPOs on a

formula basis. Section 5307 funds are allocated on a yearly basis, and can be used for

transit operating assistance, capital acquisition, or planning. These funds are outlined

in Table 3 on page 16. KACTS also receives a small amount of Section 8 funds each

year, which are used for transit planning only.

The table below includes expected STP revenues and transit funds from FTA for the

period of 2010-2035 (following the present 2010-2013 TIP), and expected costs for

projects and programs. The “Expected STP Revenue” is derived from flat rate

apportionment of STP, NHS and Minimum Guarantee (Equity Bonus) funds that were

________________________________________________________________


allocated over the last several years and is extended out to 2035. “Projected STP Costs”

are based on the KACTS Project Priority List with inflationary costs. The list currently

includes approximately 35 projects slated for highway improvements.

“Expected FTA Revenue” is derived from the FTA funding levels for the six years of

SAFETEA-LU and projected out to 2035. “Projected Transit Costs” are derived from the

costs that are anticipated for COAST and YCCAC services until 2035.

TABLE 21: HIGHWAY & TRANSIT REVENUE VS. COST, 2010-2035

Expected Projected Expected Projected

Federal Revenue Highway Costs FTA Revenue FTA Costs

2010-2035 2010-2035 2010-2035 2010-2035

$15,000,000 $34,000,000 $5,000,000 $6,000,000

In addition to the STP funding, funding is available through the Congestion Mitigation

and Air Quality (CMAQ) Program. CMAQ was created to assist those areas designated

non-attainment reach the standards set forth in the Clean Air Act Amendments of 1990.

The program awards grants for projects which will reduce emissions in the non-

attainment area, such as improved transit, bicycle and pedestrian facilities, enhanced

rideshare programs, and other Transportation Control Measures listed in §108(f)(1) of

the CAAA. The last KACTS project to use CMAQ money was for the South Berwick

Park and Ride Lot constructed in 1996. Since 1996, MaineDOT has changed its CMAQ

allocation policy, using the funds towards projects relating to its “Explore Maine”

public transit initiatives.

________________________________________________________________


D. For More Information

Since the Transportation Plan and Transportation Improvement Program are

inextricably linked, it is vitally important for the general public to follow the

transportation planning and implementation process to provide the KACTS Committee

with local knowledge, input and advice. For members of the general public who are

interested in following this process, KACTS invites you to contact the MPO for future

KACTS Committee meeting times and KACTS events, or contact us with any questions

or comments about KACTS planning documents. A free copy of the Transportation

Plan, Transportation Improvement Program and the Unified Work Program documents

are all available at the offices at the Southern Maine Regional Planning Commission.

The public is also encouraged to follow the meeting minutes and latest news from

KACTS on the KACTS website. Contact information for these resources are provided

below.

Kittery Area Comprehensive Transportation Study

c/o Southern Maine Regional Planning Commission

21 Bradeen Street, Suite 304

Springvale, ME 04083

(207) 324-2952

[email protected]

http://www.smrpc.org/transportation/kacts/TransportationKACTSframeset.htm

http://www.smrpc.org/transportation/kacts/TransportationKACTSframeset.htm

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