northeast kingdom transportation infrastructure plan 07172013_draft.pdf · eb‐5 program is to...

Northeast Kingdom Transportation Infrastructure Plan Existing Conditions Report

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Table of Contents 1 Introduction ............................................................................................................................................... 1

2 Project Background .................................................................................................................................... 3

2.1 Existing Plan and Study Review .................................................................................................................... 3

2.2 Project Kick‐off Meeting............................................................................................................................... 5

3 Existing Conditions ..................................................................................................................................... 9

3.1 Project Study Area ........................................................................................................................................ 9

3.2 Roadway Characteristics ............................................................................................................................ 13

3.3 Traffic Volumes .......................................................................................................................................... 15

3.4 2013 Congestion Analysis ........................................................................................................................... 18

3.5 Land Cover ................................................................................................................................................. 23

3.6 Alternative Transportation ......................................................................................................................... 27

3.7 Safety Assessment ...................................................................................................................................... 36

List of Tables Table 2‐1: Existing Plan and Study Review .................................................................................................................... 3

Table 3‐1: Characteristics of Major Study Area Roadways .......................................................................................... 15

Table 3‐2: Average Annual Daily Traffic (AADT) Volumes ........................................................................................... 16

Table 3‐3: Turning Movement Count Volumes (Count Year and Source) ................................................................... 17

Table 3‐4: Level‐of‐Service Criteria for Signalized and Unsignalized Intersections ..................................................... 18

Table 3‐5: Existing Level‐of‐Service Results (Newport Intersections) ......................................................................... 20

Table 3‐6: Existing Level‐of‐Service Results (Derby Intersections) .............................................................................. 20

Table 3‐7: Existing Level‐of‐Service Results (Burke Intersections) .............................................................................. 21

Table 3‐8: Existing Level‐of‐Service Results (Lyndon Intersections) ............................................................................ 22

Table 3‐9: Existing Level‐of‐Service Results (Jay Intersections) ................................................................................... 22

Table 3‐10: Human Service Agency Service Description ............................................................................................. 33

List of Figures Figure 1‐1: Northeast Kingdom Study Area Context ..................................................................................................... 1

Figure 2‐1: Kick‐off Meeting Comments – Newport/Derby Study Area ........................................................................ 6

Figure 2‐2: Kick‐off Meeting Comments – Burke/Lyndon Study Area ........................................................................... 7

Figure 2‐3: Kick‐off Meeting Comments – Jay Study Area ............................................................................................. 8

Figure 3‐1: Newport Study Intersections and Traffic Control ...................................................................................... 10

Figure 3‐2: Derby Study Intersections and Traffic Control .......................................................................................... 10

Figure 3‐3: Burke Study Intersections and Traffic Control ........................................................................................... 11

Figure 3‐4: Lyndon Study Intersections and Traffic Control ........................................................................................ 12

Figure 3‐5: Jay Study Intersections and Traffic Control ............................................................................................... 13

Figure 3‐6: Existing Land Cover in Newport/Derby Study Area ................................................................................... 23


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Figure 3‐7: Existing Land Cover in Newport/Derby Study Area by Percentage ........................................................... 24

Figure 3‐8: Existing Land Cover in Lyndon/Burke Study Area ...................................................................................... 25

Figure 3‐9: Existing Land Cover in Jay Study Area by Percentage................................................................................ 25

Figure 3‐10: Existing Land Cover in Jay Study Area ..................................................................................................... 26

Figure 3‐11: Existing Land Cover in Jay Study Area by Percentage ............................................................................. 26

Figure 3‐12: Existing Transit Routes Overview ............................................................................................................ 29

Figure 3‐13: Existing Transit Routes in Lyndon/Burke Study Area .............................................................................. 30

Figure 3‐14: Existing Transit Routes in Newport/Derby Study Area ............................................................................ 31

Figure 3‐15: Northeast Kingdom On‐Road Bicycle Network ....................................................................................... 35

Figure 3‐16: Newport Crash Locations (2008‐2012) .................................................................................................... 37

Figure 3‐17: Derby Crash Locations (2008‐2012) ........................................................................................................ 38

Figure 3‐18: Burke Crash Locations ............................................................................................................................. 39

Figure 3‐19: Lyndon Crash Locations ........................................................................................................................... 40

Figure 3‐20: Jay Peak area Crash Locations ................................................................................................................. 41


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1 INTRODUCTION TheNortheastKingdomhasreceivedsignificantattentionrecentlywithdiscussionsofincreasedeffortstostrengthentheoverallvibrancyandvitalityoftheregion.ThisisanopportunetimetoevaluatetheimplicationsofprojectedEB‐5growthintheJay,Newport/Derby,andBurke/Lyndonareastoensurethatthetransportationsystemcancontinuetosupportthisandfuturegrowthsustainablyandinamannerconsistentwiththeregion’svisionforthefuture.Thiseffortisfocusedonaccommodatingtheinitialwaveof1,500−2,000jobsexpectedtobegenerateddirectlybythenineEB‐5ImmigrantInvestor1‐relatedeconomicdevelopmentprojectsidentifiedinFigure1‐1below.

Figure 1‐1: Northeast Kingdom Study Area Context

1The EB‐5 program is a federal investment visa program run by the United States Citizenship and Immigration Services (USCIS). The goal of the EB‐5 program is to incent investment and create American jobs by setting aside a pool of EB‐5 visa green cards for qualified foreign investors that invest capital into approved EB‐5 projects. U.S. companies are able to use this investment for projects that meet the program's eligibility criteria, such as business expansions, development, or adding capacity. http://accd.vermont.gov/business/relocate_expand/eb5


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ThenineEB‐5economicdevelopmentprojectsthatformthebasisofthisstudyinclude:

JayPeak(2projects)–atotalof$170millionininvestmentinnewfacilities,anticipatedtobebuiltin2013and2014

JayVillage–$120millioninvestmentinanew150‐suitehotelofferingrecreationandentertainmentfacilities,anticipatedtobeoperationalin2015

NewportManufacturing(2projects)–approximately165,000squarefeetofnewmanufacturinganddistributionfacilitiesgenerating2,000directandindirectjobs,anticipatedtobeoperationalin2013and2014

NewportMarinaHotelandConferenceCenter–anew150‐unithotelanticipatedtobeconstructedin2014

TheNewportRenaissanceBlock–anew6‐levelmixed‐usebuildingindowntownNewportanticipatedtobeconstructedin2014

NewportAirport‐$20millioninexpandedfacilitiestobedevelopedin2013and2014

BurkeMountain‐$108millionininvestmentinnewhotelfacilitiesgeneratingover2,000direct,indirectandinducedjobs,anticipatedtobeconstructedbetween2013and2015.

ThegrowthprojectedtobeassociatedwiththeEB‐5projectsissuretohaveapositiveimpactontheregion’seconomy.However,thisgrowth(bothprimaryandinduced)willplaceastrainonthecurrenttransportationinfrastructure.ThisistheperfectopportunitytostepbackandevaluatethefuturescenariofromatrulyregionalperspectivetoensurethattransportationimprovementsoccurinanorderlyandplannedfashionandareconsistentwithavisionfortheregionarticulatedbyresidentsandbusinessownersfromacrosstheNortheastKingdom.WhileakeycomponentofthisstudyisthereviewandupdateofrecenttransportationplanninginitiativestoensurecompatibilitywithEB‐5growthprojections,thisplanisalsoanopportunitytobringtheregiontogethertodevelopasharedvisionforthefutureoftheNortheastKingdomandidentifyspecificrecommendations,triggers,andanimplementationplantoensurethattheplan’sconclusionsbecomereality.


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2 PROJECT BACKGROUND

2.1 EXISTING PLAN AND STUDY REVIEW

SevenrelevantstudiesofnoteshownbelowinTable2‐1havebeenreviewedtoestablishacomprehensivebackgroundforthistransportationstudy.Abriefsummaryofthekeyfindingsandrecommendationsofeachofthesestudiesisprovidedbelow.

Table 2‐1: Existing Plan and Study Review

Date Report Title Author Sponsor

1 2010 Newport City Thoroughfare Plan Smart Mobility NVDA

2 2008 Lyndon Area Corridor Management Plan Smart Mobility NVDA

3 2008 Intersection Study at Main Street, Causeway & Railroad Square

Lamoureux & Dickinson

NVDA, Newport City

4 2007 Intersection Study for the US 5/VT 5A/VT 105 Intersection in the Town of Derby, Vermont

Summit Engineering NVDA, Town of Derby

5 2007 Burke Mountain Area Transportation Infrastructure Study

RSG, LandWorks NVDA, Towns of Burke and Lyndon

6 2006 Jay Peak Transportation Infrastructure Study RSG, LandWorks NVDA, Jay Peak Resort, Towns of Jay, Troy, and Westfield

7 2006 US 5 Corridor Study RSG NVDA, Newport City, Town of Derby, Village of Derby Center

Newport City Thoroughfare Plan (Smart Mobility, 2010)

EMainStreet(US5):extendsidewalktoCauseway/UnionIntersection;narrowcrosssection,improvecrosswalkswithbulb‐outs,reduceaccesspoints,replaceoutdatedtrafficsignal.Someprogress

BicycleNetwork:plan,signandmarkbicycleroutestonearbydestinations.Notimplemented

MainStreet(US5):replacesignalatCoventrytocoordinatewithnewsignal,reconfigureCoventryintersectionforwidersidewalksandnarrowerlanes.Notimplemented

CoventryStreet:resurface,providepedestrianimprovements,reconfigurewithon‐streetparking.Pavingcompletedin2011

Causeway:establishParkwayStreetscapewithgreenbeltalongsidewalk,landscapedmedian,andtreearcade.Notimplemented

Lyndon Area Corridor Management Plan (Smart Mobility, 2008)

BroadStreetProject:scale‐backcontinuousthirdlane,addgreenbeltbetweenroadwayandsidewalk,extendprojectlimitnorthtoincludesafetyandcapacityconcernsatHillStreet/SouthStreetIntersection,implementinnovativestormwatertreatment.Someprogress

CharlesStreet:restoretwo‐wayoperations.Notimplemented

VT114:considerbicycletransportationincorridor;accessmanagement.Notimplemented

VT122:considertruckroutedesignationandassociatedimprovements.Notimplemented

Lyndonville:expanddowntownparking;DepotStreetstreetscapeimprovements.Notimplemented


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Intersection Study at Main Street, Causeway & Railroad Square (Lamoureux & Dickinson, 2008)

Threealternatives:signalization,roundabout,orone‐waytrafficcirculation;one‐waycirculationpreferred.Notimplemented

Intersection Study for the US 5/VT 5A/VT 105 Intersection in the Town of Derby, Vermont (Summit Engineering, 2007)

Intersectionsignalizationwithpedestrianaccommodations(alternative3).Notimplemented

Burke Mountain Area Transportation Infrastructure Study (RSG and LandWorks, 2007)

US5(BroadStreet):widentoa3‐lanesectionwithcentertwo‐wayleft‐turnlane,landscaping,andconsolidatedcurbcuts.Notimplemented

US5/VT114Intersection:removenorthboundsliplaneandre‐timetrafficsignal;evaluateroundabout.Notimplemented

US5/BackCenterRoad:re‐timetrafficsignal.Notimplemented

EastBurke:streetscape,bike/ped/gateway,intersectionandaccessmanagementenhancements.BikeandPedgrantawardedforfinalengineeringandconstruction

Lyndonville:converttwo‐wayroadsintoaone‐waycirculationscheme.Notimplemented

Regional:newshuttlebusbetweenBurkeMountainResort,EastBurkeandLyndon.Notimplemented

VT122:pavementreconstructionfromMatthewsonHillRoadtoPuddingHillRoad.Pavingoverlaytoexit24completed

VT114:pavementreconstructionfromUS5toQuarryRoad(Newark).Notimplemented

Burke:bridgereplacementBR15andBR17overDishMillBrook.Completed

Jay Peak Transportation Infrastructure Study (RSG and LandWorks, 2006)

VT242:shoulderexpansionfromJayvillagetoJayPeakResort;pavementreconstruction.PavingprojectscheduleforSummer2014

VT105:pavementreconstructionfromVT101toNorthTroy.Completed

VT242/VT101Intersection:addnorthboundleftandeastboundrightturnlanes.Notimplemented

Regional:villageenhancements(i.e.,sidewalks,drainage,streetscaping,trafficcalming)inJay,NorthTroy,TroyandWestfield;implementlanduserecommendations.Westfieldfeasibilitystudycompletedin2012

VT242:installnewsafetysignage–Notimplemented

JayPeak:installfournewdirectionalsignsandrelocatetwoOfficialBusinessDirectionalSigns–Notimplemented

US 5 Corridor Study (RSG, 2006)

NewSidewalksonUS5betweenQuarryRoad&ShawsPlazaandbetweenWestStreetandVT105.Notimplemented

Spot‐SpeedStudyinDerbyCenterVillage.Notimplemented


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Transitshelters/signageonUS5.Completed

IntersectionimprovementsonUS5atWesternAvenue,CommunityDrive,ShattuckHillRoad,QuarryRoad,ShawsPlaza,I‐91ramps,andVT105.Completed

US5widening:WesternAvenuetoIndustrialDrive,IndustrialDrivetoI‐91,I‐91toVT105.Notimplemented

ConstructnewlocalroadsbetweenShattuckHillRoadandUS5.Notimplemented

ConstructnewconnectorsbetweenShawsPlazaandQuarryRoad,andbetweenUS5andWestStreet.CommonsRoadconstructedbetweenShawsPlazaandQuarryRoad

2.2 PROJECT KICK‐OFF MEETING

InadditiontotheinformationgleanedfromthepreviousstudiesdescribedinSection2.1ofthisreport,localandregionalstakeholdersprovidedvaluableinputduringtheprojectkick‐offmeeting,heldonJune12,2013.LocalinsightsrelevanttothisstudyareshowngraphicallyinFigure2‐1,Figure2‐2,andFigure2‐3forthethreestudyareas.


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Figure 2‐1: Kick‐off Meeting Comments – Newport/Derby Study Area


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Figure 2‐2: Kick‐off Meeting Comments – Burke/Lyndon Study Area


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Figure 2‐3: Kick‐off Meeting Comments – Jay Study Area


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3 EXISTING CONDITIONS

3.1 PROJECT STUDY AREA

TheNortheastKingdomTransportationInfrastructurePlanissplitintothreestudyareas,duetothelargegeographicareacoveredbythestudy.ThethreestudyareasaretheNewport/DerbyStudyArea,theBurke/LyndonStudyArea,andtheJayStudyArea.

Newport/Derby Study Area

TheNewport/DerbyStudyAreaisshownbelowinFigure3‐1andFigure3‐2.ItislocatedintheareaboundedbytheTownofNewporttothewest,LakeMemphremagogtothenorth,thetownsofMorganandHollandtotheeast,andthetownsofCoventryandBrowningtontothesouth.Thereareatotalof16intersectionswithintheNewport/DerbyStudyAreaidentifiedforevaluationinthisstudy:

NewportIntersections

1. MainStreet/LakeRoad2. MainStreet(US5/VT105)/SchoolStreet/ThirdStreet3. MainStreet(US5/VT105)/CoventryStreet/SeymourLane4. MainStreet(US5/VT105)/Causeway/RailroadSquare5. EMainStreet(US5/VT105)/VT1916. EMainStreet(US5/VT105)/UnionStreet7. CoventryStreet(US5)/AirportRoad8. HighlandAvenue(VT105)/LoganDrive9. HighlandAvenue(VT105)/AlderbrookRoad10. HighlandAvenue(VT105)/PleasantStreet(US5)

DerbyIntersections

1. US5/ShattuckHillRoad/CrawfordRoad2. US5/QuarryRoad3. US5/I‐91Northbound&SouthboundRamps4. US5/WestStreet5. MainStreet(US5/VT5A/VT105)/DerbyLineRoad6. MainStreet(VT5A/VT105)/VT111


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Figure 3‐1: Newport Study Intersections and Traffic Control

Figure 3‐2: Derby Study Intersections and Traffic Control


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Burke/Lyndon Study Area

TheBurke/LyndonStudyAreaisshownbelowinFigure3‐3andFigure3‐4.ItislocatedintheareaboundedbyI‐91tothewest,thetownsofNewarkandEastHaventothenorth,BurkeMountaintotheeast,andtheTownofSt.Johnsburytothesouth.ThereareatotalofsevenintersectionswithintheBurke/LyndonStudyAreaidentifiedforevaluationinthisstudy:

BurkeIntersections

1. VT114/MountainRoad2. VT114/EastDarlingHillRoad

LyndonIntersections

1. US5/VT114/VT1222. MainStreet(US5)/DepotStreet3. DepotStreet(US5)/BroadStreet4. US5/RedVillageRoad5. US5/BackCenterRoad/CalkinsDrive

Figure 3‐3: Burke Study Intersections and Traffic Control


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Figure 3‐4: Lyndon Study Intersections and Traffic Control

Jay Study Area

TheJayStudyAreaisshownbelowinFigure3‐5.ItislocatedintheareaboundedbyJayPeaktothewest,theCanadianbordertothenorth,theTownofNewporttotheeast,andtheTownofWestfieldtothesouth.ThereareatotaloffiveintersectionswithintheJayStudyAreaidentifiedforevaluationinthisstudy:

1. VT242/JayPeakAccessRoad2. VT242/CrossRoad3. VT242/VT1014. VT101/VT1005. VT243/ElmStreet/RailroadStreet


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Figure 3‐5: Jay Study Intersections and Traffic Control

3.2 ROADWAY CHARACTERISTICS

TheroadwaycharacteristicsforthemajorroadwaycorridorsinthethreeprojectstudyareasaresummarizedinTable3‐1.Characteristicsincludetheroadway’sfunctionalclassification,jurisdiction,numberoftravellanes,postedspeedlimits(mph),andapproximateshoulderwidths.Thefunctionalclassificationandjurisdictionhierarchiesaredescribedbelow.

Functional Classification

TheFederalHighwayAdministration’sroadwayfunctionalclassificationsystemisorganizedasahierarchyoffacilities,basedonthedegreetowhichtheroadwayservesmobilityandaccesstoadjacentlanduses.Freewaysandinterstatehighways,atthetopofthehierarchy,aredevotedexclusivelytovehiclemobility,withnodirectaccesstoadjacentland.ArterialsandCollectorsprovidebothmobilityandaccesstoadjacentlanduses.Thelocalroadsystemisdevotedexclusivelytoprovidinglocalaccess,withlimitedcapacityandrelativelyslowspeeds.


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AsshowninTable3‐1,mostofthestudyarearoadwaysareclassifiedasmajorcollectorsandservetheprimaryroleofprovidingaconnectionbetweenthelocalroadnetworkandthearterialnetwork.Otherroadwaysinthestudyareaareclassifiedasminorarterialsorinterstate(I‐91).

Roadway Jurisdiction

Roadwayjurisdictionsrefertothelocal,state,orfederalentityresponsiblefortheoperationandmaintenanceofaroadwayfacility.Thedifferentdesignationsareprovidedbelow.

StateRoute:FormstheprimarytransportationnetworkthroughtheStateandistheresponsibilityofVTrans.StateroutesincludeallstatenumberedhighwayroutesnotdesignatedasClass1townhighwaysandUShighways.

Class1TownHighway:Formstheextensionofstatenumberedhighwayroutesthroughatown,andwhichcarryastatehighwayroutenumber.Class1townhighwaysaresubjecttoconcurrentjurisdictionbetweentheMunicipalityandVTransonseveralmatters.

Class2TownHighway:Thosetownhighwaysselectedasthemostimportanthighwaysineachtown.Asfaraspracticabletheyshallbeselectedwiththepurposesofsecuringtrunklinesofimprovedhighwaysconnectingtwotownsandtoplaceswhichbytheirnaturehavemorethananormalamountoftraffic.Class2highwaysareprimarilytheresponsibilityofmunicipalities.

Class3TownHighway:Allothertownhighwaysthatare"negotiableundernormalconditionsallseasonsoftheyearbyastandardpleasurecar."Class3townhighways,includingsidewalks,crosswalks,andparking,aretheresponsibilityofmunicipalities.

Class4TownHighway:AllothertownhighwaysareconsideredClass4townhighways.Themajorityofthesereceivelimitedornomaintenance.

AsshowninTable3‐1,mostofthemajorstudyarearoadwaysfallunderthejurisdictionoftheState.Thosefacilitieslocatedwithinthecity/townlimitsofNewportandLyndonvillefallunderthejurisdictionoftheTown.I‐91ispartoftheInterstateHighwaySystem,andthereforeisunderjointStateandFederaljurisdiction.


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Table 3‐1: Characteristics of Major Study Area Roadways

Roadway Functional Classification Jurisdiction

Speed Limit (mph)

# of Travel Lanes (in each

direction) Shoulder Width

Newport/Derby Study Area I‐91 Interstate Federal 65 2 Approx. 6’

US 5 Minor Arterial; Major Collector s/o Newport City and n/o Town of

Derby

State outside of Newport City; Town in Newport City

25 ‐ 35 1‐2 Approx. 0’ – 3’

VT 191 Minor Arterial State 35‐50 1 Approx. 1’ – 3’

VT 111 Major Collector State 35 1 None

VT 105 Minor Arterial State outside of Newport City; Town in Newport City

35 1 Approx. 1’ – 3’

VT 5A Minor Arterial State 35 1 Approx. 1’ – 3’

Burke/Lyndon Study Area US 5 Major Collector State outside

of Lyndonville; Town in

Lyndonville

35 1 Approx. 1’ – 5’

VT 122 Major Collector State 35 1 Approx. 1’ – 3’

VT 114 Major Collector State 30 ‐ 40 1 Approx. 1’ – 3’

Jay Study Area VT 243 Major Collector State 25‐40 1 Approx. 0’ – 3’



VT 100 Minor Arterial State 35 1 Approx. 1’ – 3’

3.3 TRAFFIC VOLUMES

Existing Traffic Volumes

ThemostrecentAverageAnnualDailyTraffic(AADT)dataispresentedbelowinTable3‐2andshowsthatUS5experiencesthehighesttrafficvolumesacrossthethreestudyareas.ThethreeareasalongUS5thatcarrythehighesttrafficvolumesinthestudyareaare:westofdowntownNewport,westofI‐91inDerby,andeastofI‐91inLyndon.


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Table 3‐2: Average Annual Daily Traffic (AADT) Volumes

Location AADT Count Year Source

US 5, east of Coventry Rd (Newport) 15,800 2010 VTrans ATR

US 5, west of Quarry Rd (Derby) 12,400 2010 VTrans ATR

US 5, south of Back Center Rd (Lyndon) 12,300 2010 VTrans ATR

US 5, south of VT 191 (Newport) 9,900 2011 VTrans ATR

US 5, east of West St (Derby) 9,900 2012 VTrans ATR

US 5, west of Depot St (Lyndon) 9,500 2009 VTrans ATR

VT 105, north of VT 111 (Derby) 6,600 2012 VTrans ATR

US 105, west of US 5 (Newport) 4,900 2010 VTrans ATR

VT 114, north of Burke Hollow Rd (Burke) 3,500 2012 VTrans CTC

VT 101, south of VT 242 (Troy) 1,900 2010 VTrans ATR

VT 242, west of Cross Rd (Jay) 1,700 2012 VTrans ATR

Jay Peak Access Rd (Jay) 1,200 2010 VTrans CTC

Mountain Rd (Burke) 1,100 2012 VTrans CTC

Turning Movement Counts

ThemostrecentweekdayafternoonandwinterweekendafternoonturningmovementcountdatawascompiledforthestudyintersectionsandissummarizedinTable3‐3below.WinterweekendafternoondatawasusedinplaceofmidweekafternoondatanearBurkeMountainResortandJayPeakResortbecauseitisduringthistimeperiodwhentrafficvolumeswerehighestduetoskiresorttraffic.


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Table 3‐3: Turning Movement Count Volumes (Count Year and Source)

Location Period Count Year Source

Newport Intersections

1. W Main St and Main St / Lake Rd Midweek 2013 NVDA

2. US 5 / Main and School St Midweek 2011 VTrans

3. US 5 / Coventry St Midweek 2012 VTrans

4. US 5 / Mt Vernon St Midweek 2006 VTrans

5. US 5 / VT 191 Midweek 2012 VTrans

6. US 5 / Union St Midweek 2012 VTrans

7. US 5 / Airport Rd Midweek 2011 VTrans

8. VT 105 / Logan Dr Midweek 2013 NVDA

9. VT 105 / Alderbrook Rd Midweek 2011 VTrans

10. VT 105 / US 5 Midweek 2013 VTrans

Derby Intersections

1. US 5 / Shattuck Hill Rd and Midweek 2013 VTrans

2. US 5 / Quarry Rd Midweek 2013 VTrans

3A & 3B. US 5 / I91 NB & SB Ramps Midweek 2012 VTrans

4. US 5 and West St Midweek 2005 RSG

5. US 5 / VT 105 Midweek 2012 VTrans

6. VT 105 / VT 111 Midweek 2012 VTrans

Burke Intersections

1. VT 114 / Mountain Rd Weeken 2011 NVDA

2. VT 114 / Burke Hollow Weeken 2011 NVDA

Lyndon Intersections

1. US 5 / VT 114 and VT 122 Midweek 2012 VTrans

2. Depot St./Main St. Midweek 2007 RSG

3. US 5/Depot St/Broad St Midweek 2006 RSG

4. US 5 / Red Village Rd Midweek 2011 VTrans

5. US 5 / Back Center Rd and Calkins Midweek 2011 VTrans

Jay Intersections

1. VT 242 / Jay Access Road Weeken 2011 NVDA

2. VT 242 / Cross Rd Weeken 2011 NVDA

3. VT 101 / VT 242 Weeken 2011 NVDA

4. VT 101 / VT 101 Midweek 2010 VTrans

5. VT 243 / Elm St and Dominion Ave Midweek 2008 VTrans


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Traffic Adjustments

FollowingVTranstrafficstudyguidelines,rawpeakhourtrafficvolumeswereadjustedtorepresentthedesignhourvolume(DHV)2in2013usingtwoadjustmentfactors:

1. DesignhouradjustmentfactorsarebasedonmultipleVTranspermanentcountstations.The2012DHVatthesestationswerecomparedtothepeakhourvolumesonthedateoftheturningmovementcounttoformulateDHVadjustments.3

2. Anannualadjustmentfactor,whichrepresentsgeneralbackgroundtrafficgrowth,isbasedonhistoriccountdataatmultipleVTranspermanentcountstations,aspresentedinthe2012VTransRedBook.

3.4 2013 CONGESTION ANALYSIS

Level‐of‐service(LOS)isaqualitativemeasuredescribingtheoperatingconditionsasperceivedbymotoristsdrivinginatrafficstream.LOSisestimatedusingtheproceduresoutlinedinthe2010HighwayCapacityManual(HCM).Inadditiontotrafficvolumes,keyinputsincludethenumberoflanesateachintersectionandthetrafficsignaltimingplans.TheLOSresultsarebasedontheexistinglaneconfigurationsandcontroltypes(signalizedorunsignalized)ateachstudyintersection.

The2010HCMdefinessixqualitativegradestodescribetheLOSatanintersection.LOSisbasedontheaveragecontroldelaypervehicle.Table3‐4showsthevariousLOSgradesanddescriptionsforunsignalizedandsignalizedintersections.

Table 3‐4: Level‐of‐Service Criteria for Signalized and Unsignalized Intersections

Unsignalized Signalized

LOS Characteristics Total Delay (sec) Total Delay (sec)

A Little or no delay ≤ 10.0 ≤ 10.0

B Short delays 10.1‐15.0 10.1‐20.0

C Average delays 15.1‐25.0 20.1‐35.0

D Long delays 25.1‐35.0 35.1‐55.0

E Very long delays 35.1‐50.0 55.1‐80.0

F Extreme delays > 50.0 > 80.0

ThedelaythresholdsforLOSatsignalizedandunsignalizedintersectionsdifferbecauseofthedriver’sexpectationsoftheoperatingefficiencyfortherespectivetrafficcontrolconditions.AccordingtoHCMprocedures,anoverallLOScannotbecalculatedfortwo‐waystop‐controlledintersectionsbecausenotallmovementsexperiencedelay.Insignalizedandall‐waystop‐controlledintersections,allmovementsexperiencedelayandanoverallLOScanbecalculated.

2The DHV is the 30th highest hour of traffic for the year and is used as the design standard in Vermont.

3 Due to poor data in their vicinity, all intersections in Lyndon used a different, but still VTrans approved, adjustment factor. The design hour adjustments were based on VTrans count stations, which had recorded an Annual Average Daily Traffic (AADT). These design hour adjustment factors are based on the VTrans “k” factor and DHV equations for Urban Roads presented in the 2012 VTrans Red Book.


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TheVTranspolicyonlevelofserviceis:

OverallLOSCshouldbemaintainedforstate‐maintainedhighwaysandotherstreetsaccessingthestate’sfacilities

ReducedLOSmaybeacceptableonacase‐by‐casebasiswhenconsidering,atminimum,currentandfuturetrafficvolumes,delays,volumetocapacityratios,crashrates,andnegativeimpactsasaresultofimprovementnecessarytoachieveLOSC.

LOSDshouldbemaintainedforsideroadswithvolumesexceeding100vehicles/hourforasinglelaneapproach(150vehicles/hourforatwo‐laneapproach)attwo‐waystop‐controlledintersections.

TheHCMcongestionreportsfromSynchro(v8),atrafficanalysissoftwarepackagefromTrafficware,wereusedtoassesscongestionatthestudyintersections.Ingeneral,existingintersectiongeometries,trafficcontrol,andsignaltimingswereusedforthecongestionanalysis.

ThecongestionanalysisresultsindicatethatalmostallintersectionapproachescurrentlyoperateatLOSDorbetterduringthepeakhour.Theonlyexceptionstothisarelistedbelow:

ThewestboundandnorthboundapproachesattheUS5/MtVernonStreetintersectioninNewport,whichoperateatLOSFandErespectively.

ThenorthboundleftattheUS5/DepotStreet/BroadStreetintersectioninLyndon,whichoperatesatLOSF.

Additionally,despitefallingwithinVTransacceptableguidelines,itisworthnotingthatthefollowingapproachescurrentlyoperateatLOSD:

ThesouthboundleftapproachattheUS5/I‐91SouthboundRampsintersectioninDerby

TheeastboundleftapproachattheUS5/VT105intersectioninDerby

ThewestboundapproachattheUS5/RedVillageRoadintersectioninLyndon

Thecongestionanalysisresults,includingintersectionLOS,averagevehicledelay(inseconds)andthevolumetocapacityratio(v/c),arepresentedbelowinTable3‐5,Table3‐6,Table3‐7,Table3‐8,andTable3‐9.


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Table 3‐5: Existing Level‐of‐Service Results (Newport Intersections)

Table 3‐6: Existing Level‐of‐Service Results (Derby Intersections)


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Table 3‐7: Existing Level‐of‐Service Results (Burke Intersections)


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Table 3‐8: Existing Level‐of‐Service Results (Lyndon Intersections)

Table 3‐9: Existing Level‐of‐Service Results (Jay Intersections)


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3.5 LAND COVER

Thethreestudyareascomprisefivetowns(NewportCity,Derby,Lyndon,Burke,andJay)andatotallandareaof110,372acres.Themajorityofthestudyareas’landcoverfallswithintheclassificationofForestedAreas(73percent),withAgricultural&OpenSpaceasthenextlargestcategory(17percent).Only7percentisclassifiedasDevelopedArea,where30percentormoreoftheareaischaracterizedbyconstructedmaterials.4


NewportCityisthesmalleststudyareamunicipalityintotallandarea(4,971acres),buthasthehighestpercentageofdevelopedareas(28percent)andopenwater(23percent).Thecityhasaconcentrateddensityofcommercialandofficeusesinitsdowntown,surroundedbyhigherdensityresidential.(Figure3‐6)TheareaalongtheCausewayisslatedformajorredevelopmentaspartoftheEB‐5projects,aswellastheRenaissanceBlockalongMainStreetinthehistoricdowntown.

Derbyisthelargeststudyareatownintermsoftotallandarea(36,566acres),withovertwo‐thirdsofitslandcoverclassifiedasForestedAreasandonly8percentclassifiedasDevelopedAreas.Muchofthecommercialdevelopmentisconcentratedalongtwomajorarterials:east‐westalongEMainStreet/DerbyRoad/US5andnorth‐southalongDerbyLineRoad/US5.WithinthetownisDerbyCenter,aresidentialvillagethatispositionedaroundtheintersectionofMainStreetandVT111,andcontainsalibrary,juniorhighschool,andcommunity‐servingretail.

Figure 3‐6: Existing Land Cover in Newport/Derby Study Area

4NLCD 2001 Land Cover Class Definitions. U.S. EPA.


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Figure 3‐7: Existing Land Cover in Newport/Derby Study Area by Percentage


ShowninFigure3‐8andFigure3‐9,theLyndon/BurkestudyareaisalsopredominantlyclassifiedasForestedAreas.However,LyndonismoredevelopedthanBurke,particularlyintheLyndonvillearea.ThemajorityofcentralLyndoniszonedresidential,withpocketsofindustrialandindustrial‐commercialnorthofVT114.AvillagecommercialcorridorrunsalongMainStreet,ChurchStreet,andCenterStreetatthecore.

BurkeislargelyForestedAreas(81percent)andAgricultural&OpenSpace(11percent),consistentwithitsdesiretobeatouristdestinationthatispredominantlyaruralcommunitywithaworkinglandscape,punctuatedbypocketsofvillagecenters.5ThemajorityoftheDevelopedAreas(5percent)arehomesandbusinessesthatareconcentratedinthevillagecentersofWestBurkeandEastBurke,andadjacenttotheBurkeMountainrecreationarea.

5Burke Town Plan. Burke Planning Commission and Selectboard. July 11, 2011.

28%

4%

10%

26%23%

8%8%

21%

0%

71%

0% 0%

Developed Areas Agricultural &Open Space

Brushy Areas Forested Areas Open Water Barren Areas

Newport Derby


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Figure 3‐8: Existing Land Cover in Lyndon/Burke Study Area

Figure 3‐9: Existing Land Cover in Jay Study Area by Percentage

Jay Study Area

JayisroughlythesamelandareaasBurke(21,764acres),butwithhalftheamountofdevelopedarea(519acrescomparedto1,109acresinBurke).TheTownofJayisthemostruralincharacterofthetownswithinthestudyarea,with91percentofthetownclassifiedasForestAreasandanadditional6percentasAgricultural&OpenSpace.(Figure3‐10andFigure3‐11)Thecommunityanticipatesgrowth,butwantstomaintaina“ruralrecreationaldestination”characterandensurethatnewdevelopmentdoesnotworsen

9%

28%

2%

61%

1% 0%5%

11%

2%

81%

0% 0%

DevelopedAreas

Agricultural &Open Space

Brushy Areas Forested Areas Open Water Barren Areas

Lyndon Burke


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trafficconditions.6Jayisconnectedtotherestoftheregionviatwostatehighways:VT105andVT242.ThemajorityofthedevelopedareasarelocatedalongVT242,particularlyattheJayPeakresortandintheJayVillagearea.

Figure 3‐10: Existing Land Cover in Jay Study Area

Figure 3‐11: Existing Land Cover in Jay Study Area by Percentage

6Jay Community Development Plan. Town of Jay Selectmen. August 2010.

2%6%

0%

91%

0% 0%

DevelopedAreas

Agricultural &Open Space

Brushy Areas ForestedAreas

Open Water Barren Areas

Jay Land Cover


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3.6 ALTERNATIVE TRANSPORTATION

Public Transit Service

TheNortheastKingdom’spopulationisdispersedthroughoutabroadgeographicareaandprivatecarsaretheprimarymeansoftransportation.However,thedemographicsoftheNortheastKingdomindicateahighnumberoflowincomepeoplewhodonothaveaccesstocars,andasignificantpopulationofolderadultsandpersonswithdisabilities.Thesethreepopulationgroupstendtohaveahighneedforpublictransportationservices.Thisisreflectedinthefactthatdespitebeingaveryruralregion,theNortheastKingdomhasavarietyoftransitservicesthatareavailabletothegeneralpublicaswellasclientsofhumanserviceagencies.

RuralCommunityTransportation,Inc.

RuralCommunityTransportation,Inc.(RCT)isaprivatenon‐profitorganizationthatprovidesvariousmodesoftransportationintheNortheastKingdom,includingshuttleservicesforallpurposes,commuterbuses,shoppingshuttles,andotherdemandresponseservicesorientedtowardseniors,peoplewithdisabilities,andotherswhohavelimitedaccesstotransportation.RCTtransitroutesaredescribedbelowandareshowngraphicallyinFigure3‐12,Figure3‐13,andFigure3‐14.

DeviatedFixed‐RouteService

RCToperatestwoyear‐roundlocalshuttlerouteswithfulldayservice.InSt.JohnsburyandLyndonville,theJay‐LynShuttleoperatesMondaythroughFridayfrom6:30AMto5:30PM.Therearefivetripsineachdirectionperday.

InDerbyandNewportCity,theHighlanderShuttlerunssixdaysperweek,7:30AMto5:30PMMondaythroughFriday,and9AMto1:30PMonSaturdays.ThefourroundtripsonweekdaysaretwotothreehoursapartandtworoundtripsonSaturdaysaretwo‐and‐a‐halfhoursapart.BoththeJay‐LynandtheHighlanderroutesaredeviatedfixedroutes,meaningthatthevehiclesareallowedtodeviateoffofthefixed‐routeuptoadistanceofaquartermilealongtherouteuponrequest.(Passengersmayrequestadeviationuponboardingorcallinadvancetoscheduleapick‐up.)

CommuterBus

RCTalsooperatestwocommuterbusservices,onethatrunsbetweenSt.JohnsburyandLyndonvilleviaRoute5(Jay‐LynExpress)andonethatoperatesbetweenSt.JohnsburyandMontepelier(US2Commuter).Bothroutesareaccessibleviathelocalshuttleservices.

TheJay‐LynExpresstravelsbetweenSt.JohnsburyandLyndonvilleandisdesignedtogetpeopletoandfromemploymentalongtheRoute5corridor.Thebusstopsatmajorfacilitiesalongthecorridorwitharrivalanddeparturetimescoordinatedwithworkstartandendtimes.Thereisonetripineachdirectioninthemorningandafternoonpeakhours.

Additionally,RCToperatesacommuterrouteincooperationwithGreenMountainTransitAgency(GMTA).TheUS2CommuterconnectsSt.JohnsburyandMontpelier,EastMontpelier,Plainfield,Marshfield,andDanville.Therearefourfull‐routeround‐tripssplitbetweenthetwoagenciesandoneadditionalshortroundtripoperatedbyGMTA.TheserviceisavailableduringthemorningandafternoonpeakhoursMondaythroughFriday.


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ShoppingShuttles

RCToperatesfiveshoppingshuttlesintheNortheastKingdom.Theseroutesprovideoneroundtripperserviceday,departingfromresidentialareasinthemid‐morning,andreturningtotheresidentialareabytheearlyafternoon.Servicealternatesbetweenthedifferentcommunities;theIslandPond(Newport/IslandPond)andJohnsonShopper(HydesPark/Johnson)operateonceperweek,andRidgeRunner(Craftsbury/Hardwick/Wolcott/Morrisville),KingdomShopper(Littleton,NH/IslandPond)andtheGreenleaf(Danville/Woodville,NH)operateeveryotherweek.

Fares

AllofRCT’sbusservices,exceptfortheUS2Commuter,arefreetoriders.Theone‐wayfarefortheUS2Commuteris$1andthereisanoptiontopurchasemonthlypassfordiscount.ThefareonthisroutereflectsthejointoperationwithGMTA.

Fleet

RuralCommunityTransportationhas18activevehicles,comprising12vansand6buses.Tenvehicles(4busesand6vans)areoperatedoutofitsfacilityinSt.Johnsbury,sixvehicles(2busesand4vans)areoperatedoutofNewport,andtwovansareoperatedoutofMorrisville.Allvehiclesaregasolinepowered,exceptforonedieselbusgaragedinSt.Johnsbury.AllRCTvansandbusesareequippedwithwheelchairliftsandmobilephones.

PassengerInformation

Apassengersurveyissuedin2012showedthatabout70percentofrespondentswerefrequentriders,usingthebusthreetofivedaysperweek.Abouthalfoftheridersarebetween51and65,andtherestareevenlydistributedamongtheagegroupsof19‐30,31‐50,andover65.

MorethanhalfoftheRCTridershavehouseholdincomesofunder$20,000annually.Ontheshuttleroutes,theselowincomeridersmakeup96percentoftherespondents,whereasridersonthecommuterroutesrepresentabroaderrangeoftheincomespectrum.Theshuttleroutesservetransit‐dependentridersalmostexclusively,whilethecommuterroutesservechoiceriders–thosewhochoosetoridethebusratherthanhavingnootheroption.

Ridership

Duringfiscalyear2011,RCTprovidedjustover175,000tripsonallservices,includingvolunteerdrivertrips,demandresponsevan,andfixedrouteservice.Closetotwo‐thirdsofthetotaltripswereprovidedbyvolunteerdrivers;27percentweretakenonthefixedrouteshuttleservice;and11percentonthedemandservicevans.Ofthefixedroutes,theJay‐LynShuttleisthemostproductiveservice,with8.4boardingsperrevenuehour.TheHighlanderhadanaverageof5boardingsperrevenuehour,andtheUS2CommuterwithintheRCTjurisdictionhad3.2boardingsperrevenuehour.

AgencyBudget

Infiscalyear2011,RCT’stotaloperatingbudgetwasapproximately$3.8million.MorethanhalfofthebudgetcomesfromtheMedicaidprogram,andaboutathirdofthefundscomefromacombinationofFederalTransitAdministrationandtheStateofVermont.TherestofthebudgetisfundedbyCommunityOrganizationsandDepartmentServices,localtowns,andotherhumanserviceagencypartners.


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Figure 3‐12: Existing Transit Routes Overview


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Figure 3‐13: Existing Transit Routes in Lyndon/Burke Study Area


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Figure 3‐14: Existing Transit Routes in Newport/Derby Study Area


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Resort Services

JayPeakResort,locatedatthenorthernmostedgeoftheNortheastKingdom,operatesafreeshuttlethattravelswithintheresort,connectingresidentiallocationstoimportantmountainfacilities.Thisincludesbaselodgesaswellashotelsandthegolfclubhouse.However,theshuttledoesnotleavetheresortandserviceisavailableonlytotheguestsstayingattheresort.Duringthepeakseason,staringfrommid‐DecembertoApril,shuttlerunsfrom5AMto11PMdaily,runninguntil2AMontheweekendsdependingonthedemand.Inaddition,duringthewinterseason,theresortoffersshortshuttleservicetotheemployeeswhoparktheircarsintheremoteparkinggarage.Thereisnosetschedule,buttherearefourtosixactivebusesrunningconstantlywithintheresortarea.Duringtherestoftheyear(Apriltomid‐December),theshuttleisavailablethroughon‐calldispatchsystemandthefrequencychangesbytheoccupancylevel.

JayPeakownstwo14‐passengerbusesandtwo18‐passengerbuses.Tomeethigherdemandsinthewinter,theresortrentsout15‐passengerbusesaswell.JayPeakResortalsoprovidespick‐upanddrop‐offservicesatBurlingtonInternationalAirportandAmtrakStationfortheresortguests.Thepriceofthisservicevariesbythelocation.

BurkeMountainResort,underthesameownershipofJayPeakResort,alsooperatesafreeshuttleserviceontheweekends.BurkeMountainislargelyaskiresortbutalsoattractsalotofvisitorswhomountainbikeatthenearbyKingdomTrailsandBurkeMountainBikePark.AshuttlerunsfromthecenterofEastBurkethroughtheentranceofKingdomTrailatDarlingHillRoadtoBurkeMountainBikePark.Thisshuttleserviceisavailabletothegeneralpublic,althoughmostofthepassengersaremountainbikers.Theresortoperatesamedium‐sizedbusthatiscapableofcarryingapproximately20passengerspertripwithanattachedtrailerbedtocarrythebicycles.Shuttlesoperatefrom11AMto6PMonSaturdays,and10AMto4PMonSundays.

BecauseJayPeakandBurkeMountainResortsareownedbythesamegroup,useofthevehiclesiscoordinatedtomeetthetransportationdemands.

Specialized Transportation Service (Human Service and Medical Transportation)

TherearenineregionalandthreestatewidehumanserviceagenciesintheNortheastKingdom.Whilemostofthehumanserviceagenciesareindependentorganizations,theyarelargelyfundedandoverseenbytheVermontAgencyofHumanServicesortheAreaAgencyonAging.Ofthenineagencies,two(NEKMentalHealthandGreenMountainAdultDayHealth)directlyoperatetransportationservices.TheotheragenciespurchasetransportationservicesfromRCTorotherproviders.Humanservicetransportation,however,isnotavailabletomembersofthepublicandridersmustqualifytousetheservices.Table3‐10summarizesservicesavailableintheNortheastKingdom.

VolunteerDrivers

RuralCommunityTransportationmanagesavolunteerdriverprogram.Mostofthetripsprovidedinthisprogramaretosupportmedicaltrips,especiallyMedicaidservices,althoughRCTwillusevolunteerdriverstosupportothertransportationneeds.Volunteerdriversarereimbursedformileageexpenses.RCTisresponsibleforcollectingtriprequests,organizingandtrainingvolunteerdriversandmakingsuretheridersgetto/fromtheirdestinationsafelyandontime.Thereareapproximately200volunteerdriversinRCT’sdatabase,andabout40percentofthemare“full‐time”volunteerdrivers.Infiscalyear2011,theaveragenumberoftripspervolunteerwasabout550,or45permonth.


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Table 3‐10: Human Service Agency Service Description

Agency Service Area Service Description

Northeast Kingdom Mental Health Services

Caledonia, Essex, Orleans counties Direct operation of vans

Purchase some service from RCT

Green Mountain Adult Day Service Orleans and northern Essex counties Direct operation of two vans

Direct operation of taxis

Private drivers

Newport Adult Day Newport Direct operation

Disabled American Veterans Statewide – local NEK office serves Caledonia, Essex and Orleans counties

Owns vehicles operated by volunteers

Purchases service from RCT

Northeast Kingdom Community Action

Caledonia, Essex and Orleans counties

Purchases services from RCT

Reimbursements to volunteers

Agency of Human Services – Vermont Department of Children and Families, Economic Services Division

Statewide; local office serves Caledonia and southern Essex counties

Purchases transportation services from RCT and The Good News Garage

Agency of Human Services – Department of Disabilities, Aging and Independent Living, Division of Vocational Rehabilitation

Statewide; local office serves Caledonia and southern Essex counties

Purchases transportation services from RCT

Area Agency on Aging for Northeastern Vermont

Caledonia, Essex and Orleans counties


Northeast Kingdom Human Services Caledonia, Essex and Orleans counties


The Meeting Place Orleans County Purchases service from RCT

Retired and Senior Volunteer Program for Central Vermont and the Northeast Kingdom

Washington, Lamoille, Caledonia, Orleans, Essex and parts of Orange counties

Volunteers use their personal vehicles

Riverside Life Enrichment Center Caledonia and southern Essex counties

Purchases transportation services on behalf of clients

Vermont Association for the Blind and Visually Impaired

Statewide Utilizes volunteer and paid drivers

Taxi services

Paratransit services

Purchases services from RCT

Source: Adapted from Vermont Public Transit Human Service Transportation Coordination Plan, Ch. 4 http://publictransit.vermont.gov/policies_reports/hscp

Medicaid

RCTfunctionsasabrokerforNon‐EmergencyMedicalTransportation(NEMT)serviceintheNortheastKingdom.ThisstateandfederallyfundedprogramprovidestransportationforMedicaideligibleindividualstravelingtoMedicaideligiblehealthcareactivitiessuchasdoctorappointmentsandprescriptionpick‐ups.NEMTisavailable24hoursadayandsevendaysaweek;tripsmustbescheduledatleast24hoursinadvance.Thereisnofareorfeetotheriders.RCTfunctionsasthebrokerforthesetripsandisresponsiblefortakingtriprequests,assigningtrips,andensuringpassengersandtripsmeeteligibilityrequirements.


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Tripsmaybecoordinatedwithotherservices,sothatpeopletravelingonMedicaidcanrideonthesamevehiclewithotherpeopletravelingaspartofotherprograms.ManagementoftheMedicaidprogramfortheNortheastKingdomaccountsforoverhalfofRCT’stotaloperatingbudget.

ReachUp

ReachUpisVermont’sTransitionalAssistancetoNeedyFamilies(TANF)programprovidingassistance,includingtransportationservice,tolow‐incomefamilieswithchildrentosupportself‐sufficiency.BothRCTandGoodNewsGarageofferridesforeligibletripstoReachUpclientsintheNortheastKingdom.

GoodNewsGarageisanon‐profitcardonationprogramrunbyLutheranSocialServices.InVermont,GoodNewsGarageprovidesridestojobsandjob‐relateddestinationsforReachUpclientsthroughtheReadytoGoprogram.GoodNewsGaragealsocontractswiththeEconomicServicesDivisionoftheDepartmentofChildrenandFamiliestoprovidevehiclestoparticipantsoftheReachUpprogram.

Ridesharing, Carpools and Vanpools

Go!Vermontisafreecarpoolandvanpoolprogramthatoffersacomputerizedmatchingserviceforcommutersorpeopleseekingregularridestoshare.

Railroads

TheclosestpassengerrailtotheNortheastKingdomisAmtrak’sVermonterservice,accessibleatWhiteRiverJunctionorMontpelier.Trainsrunonceperdayineachdirection,withthroughservicetoWashington,DC.

Taxi and On‐Demand Transportation

Therearethreeon‐demandtransportationservicesoperatingintheNortheastKingdom,listedbelow.

KingdomExpressisthelargestprivatecharterserviceintheNewportarea.KingdomExpressspecializesintransportationforsmallgroups,airportpick‐upsanddrop‐offs,andspecialneedstransportation(paratransit).TheserviceisavailableMondaythroughFriday8AMto5PMorbyappointment.

KingdomCabisafamilyownedandoperatedcompanybasedinBurke,Vermont.TheKingdomCabserviceremainsmainlywithinnorthernVermontandNewHampshire,butwilltravelthroughoutNewEngland,NewYorkandQuebecuponrequest.

KwikCabisasmallcompanyprovidinglocaltaxiserviceinNewport,Vermont.

Bicycle Facilities

AccordingtoNVDA,theNortheastKingdomhasnearly2,300milesofidealbikingroads,ofwhichalittleoverhalf(1,500miles)areunpaved.Theon‐roadroutes,showninFigure3‐15,arecomprisedofeightloops,fivenorth‐southlinks,andthreeeast‐westlinks.Halfofthe16bikeroutesconnecttodestinationswithinthestudyareas:

“BackRoadstoBigFalls”covers22.4milesaroundJay,NorthTroy,Troy,andWestfield,intersectingwithVT242andrunningnorth‐southalongJayRoadonthewesternleg,thenconnectingtoVT105inNorthTroy.

“BeebeSpur‘nSpin”covers11.2miles,linkingfromtheedgeofLakeMemphremagogindowntownNewporttoBeebePlainalongtheBeebeSpurRailTrailparalleltotheeasternedgeofthelake.


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“GlacialLakes”isamulti‐day,68.9mileridethatstartsinthesouthinLyndonvilleandrunsnortheastwardalongVT114toconnecttoEastBurke.TheroutecontinuesalongVT114untilitconnectsatVT111,whereridersbegintoheadnortheasttowardsMorgan.EventuallytherideloopsaroundtoWestCharlestonandthefinallegrunsalongUS5inWestBurkebackdowntoLyndonville.

“MagnificentMaples”followsthefirstsegmentoftheGlacialLakesroute,startingfromLyndonvilleandheadingupVT114towardsEastBurke.The11.4milerideloopswestatEastDarlingHillRoadandtravelsbacksouthtoLyndonville.

“North‐SouthLink3”isa39.8mileridealongpavedroadsandrailroadtrails,connectingbetweenLyndonvilleandNorton,throughEastBurke,alongVT114.

“North‐SouthLink7”connectsbetweenLowellinthesouthtoNorthTroyneartheCanadaborderthroughtheTownofJay.ThisrouteispavedandrunsalongVT100,VT242,VT101,andVT105.

“North‐SouthLink91”runsalongpavedroadsfor79.8milesbetweentheDerbyLine,throughNewport,andallthewaysouthtoRyegate,throughLyndonville.ThebikeroutetravelsalongUS5throughNewport,withalongstretchonVT122downtoLyndonville,whereitswitchesbacktoUS5fortheremainderofthejourneysouth.

“East‐WestLink2”isachallenging78.5milepavedbikeroutethatconnectsfromJayinthewesttoCanaanontheeast.ThisroutefollowsalongVT105fromJaytoNewport,whereitcontinuesonUS5toDerby.

Figure 3‐15: Northeast Kingdom On‐Road Bicycle Network


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3.7 SAFETY ASSESSMENT

CrashhistorieswerecollectedfromVTransforthemostrecent5yearsofavailabledata(January2008‐December2012).VTransmaintainsastatewidedatabaseofallreportedcrashesalongallstatehighwaysandfederalaidroadsegments.7

Additionally,theVermontAgencyofTransportationmaintainsalistofhighcrashlocations(HCL),whichareintersectionsandroadwaysegmentsthathavehighcrashratesoverfiveyearscomparedtootherintersectionsorsegmentswithsimilarfunctionalclassificationandtrafficlevels.ForthemostrecentperiodofVTransdesignation(2006‐2010)therewere15designatedHCLroadsegmentsandnoHCLintersectionsinthethreestudyareas.

CrashhistoriesandHCLswereexaminedbystudyareainthesectionsbelow.


Withinthis5yearperiodofavailabledata,261crasheswerereportedwithintheNewport/Derbystudyarea.Thesecrashesresultedin61injuriesand3fatalities.MapsindicatingthelocationsofthesecrashesareshowninFigure3‐16andFigure3‐17.

Norecurringthemewasfoundinthecontributingcircumstancesreportedforthecrashesinthisstudyarea.Themajorityofcrashesweretheresultofarear‐endincidents,withleft‐turnbroadsidesoccurringasthesecondhighestcauseofaccidents.

ForthemostrecentperiodofVTransdesignation(2006‐2010),therewerefourstudyintersectionslocatedindesignatedHCLroadsegmentsinNewportandfourinDerby.NorecurringthemewasfoundregardinglanduseortrafficvolumeattheseeightHCLroadsegments.

7This data is exempt from Discovery or Admission under 23 U.S.C. 409.


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Figure 3‐16: Newport Crash Locations (2008‐2012)


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Figure 3‐17: Derby Crash Locations (2008‐2012)


Withinthe5yearperiodofavailablecrashdata,115crasheswerereportedwithintheNewport/Derbystudyarea.Theseresultedin20injuriesandnofatalities.Amapofthesecrashesispresentedbelow(Figure3‐18andFigure3‐19)

Norecurringthemewasfoundinthecontributingcircumstancesreportedforthesecrashesinthisstudyarea.Themajorityofcrashesaretheresultofarear‐endincidents,withleft‐turnbroadsidesoccurringasthesecondhighestcauseofaccidents.


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ForthemostrecentperiodofVTransdesignation(2006‐2010)therewerefourstudyintersectionslocatedindesignatedHCLroadsegmentsinLyndonandnoneinBurke.Thesecrashlocationsaregenerallylocatedincommercialareaswheretherearealargenumberofdrivewaysandsidestreetswithnotrafficcontrol.

Figure 3‐18: Burke Crash Locations


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Figure 3‐19: Lyndon Crash Locations

Jay Study Area

Withinthe5yearperiodofavailablecrashdata,22crasheswerereportedwithintheJaystudyarea.Theseresultedin10injuriesand0fatalities.Amapofthesecrashesispresentedbelow(Figure3‐20).

41percentofthecrashesalongVT242weredueto‘drivingtoofastforconditions’.Themajorityofcrashesresultedinrear‐endandsinglevehicleincidents.


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ForthemostrecentperiodofVTransdesignation(2006‐2010)therewerefourstudyintersectionslocatedindesignatedHCLroadsegmentsintheJaystudyarea.NorecurringthemewasfoundregardinglanduseortrafficvolumeattheseHCLroadsegments.

Figure 3‐20: Jay Peak Area Crash Locations

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