How will the roadway system constraints - such as the 2-lane capacity limit of the Scammell Bridge and US 4 - be accounted for in the study? (9/8/03)
Future travel demand projections will reflect roadway system capacity constraints within the study area such as US 4. The Seacoast regional travel demand model will distribute and assign traffic to the roadway network based in part on these capacity constraints, in conjunction with changes in land use, the origins and destinations of traffic, and the travel characteristics of Seacoast area residents, employees and visitors. The travel demand model is currently being updated to include the new census data, the collection of new traffic counts, a new survey of Seacoast area resident, employee and visitor travel characteristics, and an updating of study area roadway capacities. The future (2025) study area traffic projections will reflect these updates, including the impact of the roadway system's capacity constraints. The impact of future traffic operations on these facilities - such as US Route 4 - will be analyzed as part of the Draft Environmental Impact Statement (DEIS) under both the No Build and various Build Alternatives.

To what degree will the proposed improvements to the Little Bay Bridges and Turnpike affect the properties of Dover Road residents and others? (9/8/03)
Specific property impacts will not be known until the preliminary engineering and environmental studies of the conceptual improvement ideas are initiated and completed. These investigations will be undertaken during Phase 3 of the Draft EIS, which is scheduled to be conducted between September 2004 and November 2005. Once a "Preferred Alternative" is identified, a formal Public Hearing will be scheduled, which at this time is targeted for February 2006. During the development of the Preferred Alternative, public meetings will be held and public input will be very important to mold the Alternative. The Department will strive to balance the various public benefits with the environmental issues and impacts to the abutting properties. In addition to meeting the Project Purpose and Need, the chosen Alternative will need to be practicable, affordable, permittable, constructable, and supported by the community.

Will potential noise impacts to study area residents and businesses resulting from recommended study improvements be assessed and mitigated? (9/8/03)
Yes, noise impacts under the Build ( infrastructure improvement alternatives ) conditions will be analyzed. If predicted noise levels exceed a 66-decibel threshold or exceed the no-build condition by 15-decibels, then the appropriateness and cost-effectiveness of noise barriers in accordance with Department policy will be evaluated.

How can residents and interested parties stay informed on the project and be notified of future public meetings? (9/8/03)
The project website contains pertinent project information, including current project status, meeting notes, schedule of upcoming public meetings and contact information. A feedback form and project mailing list subscription - (http://www.newington-dover.com/feedback.shtml) - is also available to those desiring to offer comments or receive notices via the internet. Additionally, one can contact Chris Waszczuk, Project Manager, directly at the NHDOT (603-271-6675) and request subscription to the project mailing list and receive notices of upcoming public meetings. The abutting property owners within the project limits will receive notice of the Public Informational meetings once they are scheduled.

Why is the project's timeline so long? Why can't construction start sooner than 2008? Why isn't stronger consideration given to advance the project's schedule considering this is a major evacuation route for an incident at the nuclear power plant or other natural or man-made disaster in the seacoast area? Can something be done in the interim to alleviate some of the congestion and safety problems evident in the area? (9/8/03)
Prior to undertaking construction to remedy the problems in vicinity of the Little Bay Bridges, engineering and environmental evaluations (completed within the framework of an Environmental Impact Statement (EIS)) must be completed and proper approvals and permits received. For a project of this magnitude in an area of high sensitivity, there are a number of issues (environmental, transportation, and property related) that require a reasonable evaluation and typically take a fair amount of time to resolve. The Department will pursue the project schedule as aggressively as possible. A schedule of the various phases with targeted timeframes is included on the project's website.

In order to alleviate some of the problems in vicinity of the Little Bay Bridges in the near term, the Department is working with the Town of Newington to construct an interim project at Exit 4 and 4N to improve safety and traffic flow in that area. As part of that project, improvements to the on and off ramps at Nimble Hill Road and at River Road, the construction of a two-way connection beneath the Turnpike with the extension of River Road intersecting Nimble Hill Road, and the elimination of the southbound median turnaround are proposed. A Public Hearing for that project was held in March 2003. Once approval for the project's layout is received, the Department will start the final design and right of way (ROW) procurement process. Construction is targeted to begin in the spring of 2005 and is expected to considerably increase safety in the vicinity of Exit 4 once completed. Also, a second near term initiative involves improving the management of incidents (i.e. accidents) along the Turnpike in the area of the Little Bay Bridges. A project to erect variable message boards to better communicate with motorists about real time conditions and to station emergency response equipment along this section of the highway has been advertised for construction (April 2003). Also as part of this effort, the Department has been working with the State Police, local safety (police, fire, ambulance) officials, and tow truck operators to better coordinate incident response activities and reduce the time required to clear accidents in an effort to shorten the resultant delays. Both projects are intermediate steps towards improving safety and lessening frustration in the study area prior to the ultimate improvement being constructed.

Will the "old" General Sullivan Bridge be taken down as part of the project? (9/8/03)
The United States Coast Guard (USCG) has expressed an interest to remove the General Sullivan Bridge since it no longer functions in the manner originally intended and is an obstruction to navigation within the channel. The NH Division of Historic Resources has emphasized that the General Sullivan Bridge is a highly rated and valued historic resource potentially eligible for the National Register of Historic Places. It is the second highest rated historic bridge in the state's historic bridge inventory valued for its association with the development of the regional transportation network; association with well-known and respected bridge designers (Faye, Spofford & Thorndike); and embodiment of the distinctive characteristics of multi-span through truss bridges over navigable waterways. Various alternatives for rehabilitation (recreational bike/pedestrian use, passenger vehicle use, emergency use, and convey legal loads) will be investigated along with removal and replacement options to identify a cost-effective, feasible, and prudent solution for the General Sullivan Bridge.

Will the project take into account the growth that is anticipated to occur in the seacoast area and points north over the next 10, 20 years, and widen the bridges and the turnpike accordingly to adequately handle the projected traffic? (9/8/03)
The Seacoast travel demand model is being updated in conjunction with the Little Bay Bridge project to forecast future traffic volumes . The model will take into account changing land use and travel patterns in the region. The model will also seek to establish a more accurate calibration of transportation mode choices specific to the Seacoast area to help identify possible alternative transportation choices. The project will use the model information to forecast projected traffic volumes (2025) along the many sectors of the corridor and will design the various components accordingly.

Will this project address the limited sight distance over the existing bridges created by the sharp vertical curvature of the riding surface? (9/8/03)
The Department is aware that the existing vertical curve on the Little Bay Bridges limits the posted speed due to constricted sight distance along that section of the Turnpike. This geometric element along with the various other conditions within the project area will be evaluated and addressed as part of the study. The benefit of improving the bridge profile will be weighed against the associated cost and environmental impact of such an alternative.

Will this project maintain the bicycle connection across Little Bay? (9/8/03)
Yes, a bicycle connection across Little Bay and connectivity from one side of the Turnpike to the other have been deemed important and will be included as part of the project's design.

Will this project include a study of the possible re-construction of the old railroad bridge east of the Little Bay Bridges? Will the design of the future bridges across the Bay include provisions for the grade and weight requirements of railroads? (9/8/03)
The reconstruction of the old railroad bridge east of the Little Bay Bridges to follow the old railroad corridor (from Bloody Point through Hilton Park alongside the Turnpike) is not considered feasible due to the extremely high cost of such an endeavor and the magnitude of impacts to private property, Hilton Park, and Little Bay. The Environmental Impact Statement (EIS) study will review the railroad corridors in the region and identify existing and planned rail networks. Opportunities to enhance the existing network and constraints to providing passenger and freight rail service will be identified and evaluated to weigh the potential benefits of incorporating such elements into the project's design against their impacts and costs.

Why doesn’t the study area include the Dover Tollbooth? (9/8/03)
In contrast to current Turnpike traffic congestion south of the Dover Tollbooth, Turnpike traffic operations north of the tollbooth are expected to be satisfactory well into the future based on previous study (Route 16 Corridor Protection Study). The Dover toll facilty was improved in 2000 to enhance efficiency and safety in the area of the plaza. Future improvements to the facility are envisioned as part of a separate effort to include the introduction of electronic toll collection, further enhancing the efficiency of the facility. The Newington-Dover study will include the evaluation of noise, safety, and capacity leading up to the toll facility from the south.

Why can't the Dover toll plaza be eliminated or moved to another location? (9/8/03)
Toll issues are a major statewide policy issue. To offset the yearly $60 million plus revenue source available through tolls, a gas tax increase of 8 to 12 cent per gallon or another revenue source would be required. A recently completed study (Wilbur Smith Turnpike Study titled "New Hampshire Turnpike System Potential Impacts of System Modifications and Business Plan Analysis") of the toll system considered the financial program for the entire NH Turnpike System. Elimination of this financial program would have long lasting and serious ramifications. Current Turnpike funded projects for capital improvements (Current Ten-Year Plan assumes $ 221 million for capital improvement type projects) would require federal aid or another revenue source, which would significantly impact the Department's already strained Ten-Year Transportation Improvement Plan. In addition, a sizeable sum of money ($35 million) would be required to remove all the toll facilities, and almost $30 million dollars annually would be required for roadway operations, Turnpike maintenance and renewal programs, and to finance patrol & enforcement of the current Turnpike system. A directive to move or eliminate any toll plazas would need to be made by the Governor and Executive Council or through special legislation.

Will this project help reduce bypass traffic using Dover Point Road to avoid paying the toll? (9/8/03)
The project's scope is not intended to study whether toll diversion is occurring on the adjoining roadways. The Department maintains the position that the toll facility is outside the project study area and the issue of tolls is a statewide, not project specific, concern. However, traffic modelling to estimate future traffic projections on adjoining roadways will be completed as part of the study.

Is the No-Build Alternative a viable long-term solution? (8/22/06)
No. The purpose of this project is to improve transportation efficiency and reduce safety problems while minimizing social, economic and environmental impacts. Travel demand management alternatives – expanded bus and rail service and employer-based programs such as ridesharing and flexible work hours – will not in and of themselves, or in conjunction with short-term transportation system management (TSM) improvements, significantly improve the current level of traffic congestion nor eliminate the major safety deficiencies (e.g., lack of adequate shoulder areas on the bridges and bridge approaches, inadequate auxiliary lanes and close spacing of interchanges) within the study area. Future No-Build traffic conditions will significantly increase both the level and duration of daily traffic congestion with or without implementation of transit and other TDM alternatives, and the probability of increased vehicle crashes.

Were high occupancy vehicle (HOV) lanes considered as an alternative to reduce the number of lanes required and reduce the width of pavement cross section? (8/22/06)
Several HOV lane alternatives were considered. Unfortunately, given the compactness of the study area, the relatively short distance between Exits 1 and 6 in comparison to the distance required to safely merge and weave traffic entering and exiting the HOV lane, and the relatively low level of projected ridership, HOV alternatives between Exits 1 and 6 are infeasible from a traffic safety and operations perspective. Also, the seven-lane and eight-lane HOV alternatives require a wider pavement cross-section than the eight-lane typical section.

Why are four lanes of travel in each direction recommended between Exits 3 and 6, as opposed to three lanes of travel in each direction? (8/22/06)
Three general purpose lanes and one traffic management lane are required between Exits 3 and 6 to provide a satisfactory level of traffic service for the design year (2025) and beyond, as well as allowing traffic to safely enter, change lanes or exit the Turnpike between Exits 3 and 6. Three lanes in each direction combined with the most aggressive transit and TDM program will not provide a safe and satisfactory level of traffic service, thus would not meet the project’s purpose and need.

Why is the General Sullivan Bridge (GSB) recommended for rehabilitation, as opposed to removing the bridge and providing a multi-use path attached to the rehabilitated and widened Little Bay Bridges? (8/22/06)
The GSB is a significant historic bridge and as such, is protected under federal law. It provides an important systematic connection for pedestrians and bicyclists, and is used for recreational activities. The net project cost for rehabilitation is less than $10M or approximately 5 percent of the overall project cost. Rehabilitation and reuse of the GSB is supported by the FHWA, the NH Division of Historic Resources, the Strafford Regional Planning Commission, the Dover City Council and the Newington-Dover Advisory Task Force.

Why are Exits 3 (Woodbury Avenue) and 6 (US 4/Dover Point Road) being reconfigured? (8/22/06)
Reconfiguration of Exit 3 will allow full access from the north and south to both Woodbury Avenue and Arboretum Drive (Pease Tradeport). Reconfiguration of Exit 6 allows full access from the north and south to US 4 and Dover Point Road and improved local connections between Spur Road and Boston Harbor Road, and between US 4 and Dover Point Road. These full-service interchanges will eliminate some of the circuitous travel that presently occurs on the Turnpike.

At Exit 6, why is the signalized diamond interchange preferable for northbound exiting traffic to US 4, in comparison to the current loop ramp? (8/22/06)
Future travel demands would require a 2-lane loop ramp. The signalized northbound off-ramp (double left-turn) will be safer, cost approximately $2M less to construct and would avoid the potential for vehicles queuing back from the Dover toll facility and blocking the new northbound on-ramp which would occur under the 2-lane loop ramp concept.

Won’t traffic signals at Exit 6 cause excessive delay for exiting northbound traffic headed westbound to US 4? (8/22/06)
No. Once existing traffic turns left towards US 4, traffic will flow freely onto the Scammell Bridge. The existing traffic signal at Boston Harbor Road/Spur Road will be eliminated, and westbound traffic will not be required to stop at the proposed southbound on-ramp traffic signal.

Why must Exits 2 (Fox Point Road) and 5 (Hilton Drive) be closed? (8/22/06)
Given the proximity of Exit 2 to Exit 3, and the proximity of Exit 5 to Exit 6, both are proposed to be closed due to traffic operational and safety concerns. In addition, redesign of the Exit 5 ramps to minimum standards would severely impact both Hilton Park and the Wentworth Terrace neighborhood.

Have noise impacts been addressed? (8/22/06)
Yes. Sound barriers are proposed along both sides of the Turnpike from Hilton Park north to approximately 2,000 feet beyond the Dover toll plaza. Structure type and appearance of the barriers have yet to be determined.

What is the extent of wetlands impact and what is proposed as mitigation? (8/22/06)
Approximately 12 acres of wetlands in Newington and 8.5 acres of wetlands in Dover will be impacted as a result of the project. The recommended wetlands mitigation program includes restoration of approximately 2,700 feet of Railway Brook (Newington), preservation of the Watson property (35 acres in Newington), preservation of the 120-acre Tuttle Farm in Dover and preservation of approximately 35 acres of the Blackwater Brook area in Dover. The recommended mitigation program was developed in close coordination with the local conservation commissions and state and federal resource agencies.

How much will the project cost to construct, and what is the construction schedule? (8/22/06)
The estimated construction cost of the “Preferred Alternative” is $170 M (2006 dollars). The total cost, including right-of-way acquisition, engineering, TDM/TSM measures, and mitigation is estimated to be $203 M (2006 dollars). Construction is planned to occur from 2009 to 2015. During construction, two lanes of traffic flow in each direction will be maintained and expanded bus service, as proposed, will be provided.

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