Videos
The following are video presentations produced by or featuring Department of Transportation employees.
10 Year Transportation Improvement Plan Webinar
2019 Fall Governor's Advisory Commission on Intermodal Transportation (GACIT) Public Hearing.
10 Year Transportation Improvement Plan Webinar
10 Year Transportation Improvement Plan Webinar
Transcript of video:
00:00 Slide 1
Hello, I’m Pete Stamnas Director of Project Development at New Hampshire DOT. Thank you for
taking the time to watch this presentation on the New Hampshire Department of
Transportation’s Ten Year Plan.
Welcome to the 2019 Fall Governor’s Advisory Commission on Intermodal Transportation
(GACIT) Public Hearing. The GACIT Committee is made up of the five Executive Councilors and
the Department of Transportation Commissioner.
The purpose of the hearing is to discuss the update to the State’s Ten Year Transportation
Improvement Plan. The plan covers the years 2021-2030. There are 20 hearings being held in
the five Councilor Districts around the State. The Hearing is an opportunity for all of the
Executive Councilors, and the NH Department of Transportation, to obtain public comment on
transportation issues, priorities and needs in each region. It also provides an opportunity for
feedback on the projects in the draft 2021-2030 Ten Year Plan, and whether available and
projected revenue amounts meet the needs of the State.
The Ten Year Plan process in NH originated in the late 1980’s and is required as part of RSA
228:99 and RSA 240.
The process allows for Regional Planning Commissions to work with communities to develop
local and regional needs and priorities, and then allows the Department to make
recommendations to GACIT, the Governor and the Legislature. Ultimately, the NH Legislature
determines what the final priorities are relative to transportation projects in New Hampshire.
Each cycle of the Ten Year Plan takes about two years to complete, and as one cycle ends, a new
cycle begins.
For this 2021-2030 Ten Year Plan cycle, the process began in the Fall of 2018 with the Planning
Commissions working with their staff, cities and towns to identify transportation priorities
within their regions. The Department utilized the Commissions’ input and its own ideas and
prepared a draft of the Ten Year Plan. In addition, informational GACIT meetings were held on
June 19, July 31 and August 14, 2019.
Following the Public Hearings this month and next, the Department will make a revised draft
Ten Year Plan for GACIT to consider at meetings to be held in November in Concord.
Subsequently the Ten Year Plan will be forwarded to the Governor by December 1, who will in
turn, forward it to the Legislature by January 15 of 2020. The Legislature will hold additional
hearings and enact the Ten Year Plan into Law by June of 2020. Then the process begins again.
There has already been much discussion and coverage in the press regarding the financial status
of the Ten Year Plan. It is important for us to hear your comments and thoughts on this.
Written comments regarding this draft Ten Year Plan may be submitted through November 12,
2019 to the Department of Transportation. The address is NHDOT, PO Box 483, Concord, New
Hampshire, 03302, and Attention Bill Watson. his address is also noted on the bottom of your
agenda.
Please participate in our online survey. The web link can be found on the DOT Internet
Homepage.
03:09 Slide 2
Over the last few months the DOT has been meeting with GACIT to review funding scenarios and
investment needs along with current and future asset conditions in an effort to identify strategies to
develop the current version of the draft Ten Year Plan. There are a number of needs and there is not
enough funding to meet them all so we have to prioritize how and when we should be investing in
transportation assets.
Many of the strategic recommendations are consistent with those used in previous Ten Year Plan
updates. They include:
Continued focus on the preservation of existing roads;
Continued investment in bridge preservation and structurally deficient bridges to lower the number
of bridges on the red list;
Continue to dedicate SB367 funds to TIFIA loan pledged rural roads and bridges;
Completion of I-93 Salem to Manchester and increase funding for Exit 4A I-93 Derry-Londonderry;
Financially constrain federal programs to $183 million per year.
Include $50 million for new Regional Planning Commission projects in 2029/2030 ($25 million per
year).
04:21 Slide 3
Address major project cost increases on Exit 4A, Bow-Concord, Interstate 4R projects by utilizing
GARVEE bonding on two major bridge projects Hinsdale-Brattleboro and Seabrook-Hampton;
Delaying the Bow-Concord project by two years to 2026;
Transferring 25 percent ($2.2 million) of Congestion Mitigation and Air Quality funds to other
Federal categories;
Maintain and extend all programs by two years;
Invest additional SB367 revenue in paving to improve the projected condition of roads;
Increase investment in bridge preservation and resurfacing programs to mitigate impacts of
inflation.
05:07 Slide 4
The next few slides will provide a high-level funding synopsis for the draft Ten Year Plan.
The federal program that funds highway improvements, The FAST Act, ends in 2020. The annual
funding for the highway mode assumed for financial constraint purposes in this draft was set at
$183 million dollars per year.
Paving and bridge projects average approximately $107 million dollars per year.
Mandated federal programs like Congestion Mitigation and Air Quality and Highway Safety
Improvement Programs average approximately $31 million dollars per year.
GARVEE debt service through 2025 is approximately $24 million dollars per year through 2025 and
the balance of the federal funding for the highway mode is allotted to individual projects averages
$21 million dollars per year.
06:00 Slide 5
State funding for the highway mode includes:
Betterment funds of approximately $24 million per year which is used for preservation and
maintenance of roads and bridges not supported with federal funding;
Turnpike funding for capital and renewal and replacement program averages approximately $67 million
dollars per year;
Senate Bill 367 funds for I-93 Expansion (Salem – Manchester), the State Aid Bridge Program and
TIFIA debt service is approximately $32 million per year net of the Block Grant Aid to Municipalities.
The funding is allotted as follows:
$6.8 million per year to the State Aid bridge program which funds improvements to municipally
owned bridges;
$2 million per year interest only payment through 2025 for TIFIA debt service on the $200 million
dollars loan that funded the completion of the I-93 Salem to Manchester project;
This debt service payment increases to $23.4 million per year in 2025 to include both principal and
interest.
Approximately $23 million dollars per year for TIFIA pledged road and bridge work on rural roads;
approximately $14 million on paving and $9 million annually on bridges. The paving pledge increased by
$2 Million per year due to new road toll revenue projections.
07:24 Slide 6.
The funding synopsis for other modes:
A total of $288 million or $28 million per year on average is programmed for airports through the
Federal Aviation Administration;
A total of $312 million or $31 million per year on average is programmed for transit through the
Federal Transit Administration including funding for the project development phase of the Capitol
Corridor project;
A total of $10.5 million is programmed for maintenance and construction on State owned railroad
lines.
A review of active transportation investments in highway projects in 2019 identified approximately $7
million dollars in spending on active transportation elements like sidewalks, traffic signals, shoulder
widening, sidewalk curb ramps across 28 different projects which equates to approximately 4 percent of
federal apportionment of $183 million dollars per year.
08:21 Slide 7
The notable program funding changes and project additions within the draft Ten Year Plan are as
follows:
$10 million dollars per year is added to the resurfacing program in 2029 and 2030;
$6.5 million dollars per year is added to the bridge preservation program in 2029 and 2030;
$2 million per year in additional SB367 revenue is added to the resurfacing program on average
through 2030;
$1 million per year in additional betterment revenue is added to the resurfacing program through
2030;
Five state owned red list bridges added in the two outer years;
One interstate rehabilitation project added to 2030 at $17million;
CMAQ program is reduced by $2.2 million per year to $8.9 million per year.
09:14 Slide 8
The table in this slide summarizes annual expenditures by category across all funding types. The draft
Plan for 2021 through 2030 includes $3.92 billion in expenditures across 10 categories.
Pavement investment averages $83 million per year, 21 percent of the total program;
Bridge investment averages $88 million per year, 23 percent of the total program;
I-93 Expansion investment totals $70 million over a ten-year period, less than 2 percent of the
program;
Individual project investment totals $810 million over ten-year period, 21 percent of the total
program;
Transit and airport investments total $612 million over ten-year period, 16 percent of the program;
Debt service payments average $26 million per year, 7 percent of the program.
10:07 Slide 9
The table in this slide compares the annual expenditures by category across all funding types for the
current Ten Year Plan covering the years 2019 through 2028 to the draft Ten Year Plan covering the
years 2021 through 2030. This comparison shows the draft Ten Year Plan includes $176 million more
spending than the current plan. Some of the notable increases include:
$50 million increase on pavement;
$119 million increase on bridges. This increase is mainly due to moving bridge investments
previously shown in Individual projects to the bridge category;
$41 million increase to roadside projects. This increase is mainly due to moving Turnpike R&R
roadside investments previously shown in individual projects to the roadside category;
$34 million increase to airports which reflects additional funding.
11:04 Slide 10
The graphic shown at the top of this slide represents a temporal look at the state red list bridge totals
over the last 15 years. A bridge is included on the red list when one of its major elements receives a
poor rating (four on a scale of one to ten) during regular inspections.
The current number of bridges on the red list is 129. All data points to the right of 2019 are projected
totals based on the current funding in the draft Ten Year Plan. Based on the recommended level of
investment in the draft Ten Year Plan of $77 million per year on average, the number of State red list
bridges,
Drops to a low of 124 by 2026;
Increases to 146 by 2030;
HB1817 and SB367 investments in state bridges ($20 million and $77 million respectively) through
2025 is making a difference;
$17 million investment in preservation is reducing the number of bridges coming on the red list;
125 of 129 red list bridges listed in 2019 will be addressed by Ten Year Plan projects or by the
Bureau of Bridge Maintenance.
12:17 Slide 11
Similar to the previous slide on bridges, this slide depicts a temporal look at the condition of state roads
since the early 90’s. The graphic at the top represents miles paved. The graphic at the bottom
represents percent of pavement in good or fair condition. The values in both graphics shown in dark
blue are actual totals. Those to the right of the 2019 line are projections based on the recommended
level of investment included in the draft Ten Year Plan of $74 million per year on average.
Conditions for the next five years are expected to be 80 percent good or fair which is among the
best conditions we have seen over the last 25 years.
Conditions in the later years are expected to decline by 15 percent to 68 percent good or fair. This is
a result of the reduction in miles paved anticipated from 627 miles in 2018 to 335 miles in 2030 and
is heavily influenced by inflation and loss of SB367 funds in 2026.
13:20 Slide 12
Senate Bill 367 raised the gas tax by four cents and generates approximately $36 million dollars annually
for transportation. One of the benefits realized is a $250 million investment pledge in rural roads and
bridges.
From 2014 through 2018, $79 million was invested to resurface 1075 miles of Tier Three and Four roads
in poor or very poor condition which equates to 93 percent of the 1160 miles existing in 2014.
Approximately $90 million in paving pledge remains to be invested which will resurface an additional
1100 miles bringing the total number of miles resurfaced by the end of the program to 2175 through
2030.
The pledge includes work on 25 red listed bridges.
Two are complete, seven are under construction, 15 are under design or will be starting design in the
near future. The map on the right identifies the road segments paved to date along with the bridges
that are included in the pledge.
14:24 Slide 13
The Ten Year Plan is a multi-modal plan and makes investments in all modes.
This table identifies annual expenditures by funding category included in this draft for each of the
various modes. Eighty-five percent of the funding in the $3.92 billion dollar plan is eligible for use on
roads and bridges.
Funding for each mode primarily comes from designated federal and state programs that come with
funding eligibility requirements, which reduces the opportunities to redirect funds to other modes.
Federal Highway funding is the largest source of funding in the plan. Eligible projects include Capital
improvements for pavement, bridges and individual projects (including the I-93 expansion), which leads
to the perception this a highway and bridge plan.
Federal Highway funds are not eligible for Maintenance and Operations work.
15:16 Slide 14
This table compares bottom line totals for the 2019 to 2028 plan with the draft 2021-2030 plan for each
funding category. The draft plan includes $3.92 billion in transportation investments, $176 million
increase over the current plan. Some of the notable changes include:
$95 million increase in Federal Highway funding mainly by utilizing discretionary funding sources;
$16 million increase in betterment from new gas tax revenue estimates;
$43 million increase in TIFIA debt service as there is two additional years of principal payments
(2029 and 2030);
$31 million increase in Turnpike Capital due to two more years of construction included in 2029 and
2030;
$32 million increase in FAA funding for airports.
16:05 Slide 15
This slide summarizes the $50 million in 26 new projects prioritized by the Regional Planning
Commissions that are included in the current draft. The Regional Planning Commissions work with
communities to identify projects that address local and regional transportation needs. The Regional
Planning Commission ranks the projects based on set criteria and the highest-ranking projects that fit
within each regions allocation of funds were included in the draft.
16:31 Slide 16
There are 94 projects totaling $436 million in Executive Council District 1. Each project footprint and
project number is highlighted on the map to the right. The breakout by project type is listed in the table.
16:47 Slide 17
There are 70 projects totaling $789 million in Executive Council District 2. Each project footprint and
project number is highlighted on the map to the right. The breakout by project type is listed in the table.
17:00 Slide 18
Similarly, in District 3 there are 94 projects totaling $436 million dollars.
17:14 Slide 19
There are 54 projects totaling $1 billion in Executive Council District 4.
17:18 Slide 20
There are 58 projects totaling $350 million in Executive Council District 5.
17:24 Slide 21
We also invite everyone to complete a transportation survey. he survey will take about ten minutes to
complete and it includes a series of questions to find out what is important to you from a transportation
system standpoint. The survey is mobile device capable and can be found on the DOT’s Ten Year Plan
website.
17:42 Slide 22
We are making this presentation in 20 locations across the state during the months of September and
October. GACIT will reconvene in November to review all of the comments submitted and will utilize the
comments to modify the plan. The plan will be forwarded to the Governor by December 1 for
modifications. The Governor will then send the plan to the legislature by January 15 for further review
and revisions. The final 2021-2030 plan will be adopted into law in June 2020.
18:10 Slide 23
Thanks for your attention. Please visit the DOT’s Ten Year Plan website for further information.
10 Year Transportation Improvement Plan
Message from Commissioner Victoria Sheehan on the 10 Year Transportation Improvement Plan Public Hearings.
10 Year Transportation Improvement Plan
10 Year Transportation Improvement Plan
Transcript of video:
NHDOT 10-Year Transportation Improvement Plan Promotion Video Script
Hi Everyone, my name is Victoria Sheehan, Commissioner of the New Hampshire Department of
Transportation. Every two years the Department works with our Executive Council, the Governor and the
Legislature to update our 10-Year Plan on transportation.
As part of that process we have public hearings held by the Executive Councilors across the state.
Recognizing that everyone is very busy these days we wanted to embark on a new endeavor and that is
Virtual Public Involvement. In addition to the in-person public hearings, we’ve also developed a survey
and put some additional information on our website for you to view and participate in.
The website address is NH.Gov forward slash DOT and you will find a copy of the PowerPoint presentation
that we’ve been using at the Public Hearings as well as the interactive survey for you to participate in.
Our goal with the survey is to seek your feedback and make sure that we are making the right strategic
investments when it comes to transportation.
It is an interactive and dynamic survey and I encourage you all to take the time to complete it. I promise
it will be less than 10 minutes of your time.
So please visit the website. Again, the address is NH.Gov forward slash DOT. We want to make sure we
are making the right transportation choices and your feedback is critical to that process.
The Reconstruction of Exit 3 in Windham
The reconstruction of I-93 at Exit 3 in Windham was one of the most ambitious projects ever undertaken by the NHDOT, with the goal of improving safety and meeting the corridor's mobility needs. Completed in the Fall of 2016, the new I-93 corridor at Exit 3 allows for greater motorist efficiencies and safer operations.
The Reconstruction of Exit 3 in Windham
The Reconstruction of Exit 3 in Windham
Transcript of video:
NHDOT I-93 Exit 3 Video Script
0:00 The reconstruction of I-93 is one of the most ambitious projects the New Hampshire DOT has ever
undertaken with the simple goal of making the corridor safer and to meet the PRESENT AND FUTURE
mobility needs.
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0:13 The signing of the Federal Aid Highway Act of 1965 enabled states to plan and build their own
portions of the new interstate system. Prior to this authorization the states were left to build their own
highways. The best example of this is the FE Everett Turnpike in the center of the state and opened in
1957.
0:31 Starting in 1959 construction began on the NH portion of i_93. The original design of the interstate
was to be 2 lanes in each direction and was to accommodate between 60 and 70 thousand vehicles per
day.
0:44 Prior to the interstate in NH there was no I-93, just simply a north-south arterial and an east-west
connector.
0:56 By 1962, Route 111 and Route 111A are straightened and realigned to provide a smoother and
safer alignment. The original north-south artery is removed and the original northbound alignment and
original southbound alignment of I-93 are constructed and opened to traffic.
1:16 From the 1970’s all the way to the 2000’s, there is little to no change in alignment on Interstate 93.
There are still only two lanes of traffic in each direction and vehicle volumes start to increase at a rate
the roadway can no longer efficiently handle. Extensive studies are conducted to provide a solution to
address safety and congestion concerns.
1:36 In late 2008, construction within the Exit 3 corridor begins to realign the northbound direction and
construct the new exit 3 southbound off ramp.
1:51 In 2009, northbound traffic remains on the original northbound alignment and southbound traffic
remains on the original southbound alignment. Construction begins for the new northbound bridges
over Route 111A and Route 111. To accommodate future temporary traffic patterns, the construction of
an interim exit 3 southbound off-ramp begins.
2:11 In order to construct the new bridges and southbound off-ramp, blasting operations begin to
remove rock and ledge.
2:28 Once ledge is removed, the formwork for the northbound bridge abutments commences.
Foundations are set and bridge pier work begins.
2:57 Excavation and embankment construction takes place for southbound off-ramp.
3:02 By 2010, traffic in both directions remain on their original alignments. Northbound bridge work
continues and exit 3 northbound mainline construction begins.
3:17 Steel beam superstructures are set for northbound bridges. Decks are placed, waterproof
membranes are installed, and bridge decks undergo the paving process.
3:29 Massive blasting operations continue to clear ledge and rock for the construction of the new
northbound alignment as well as interim crossovers at the north and south ends of the exit 3 area to
transition traffic to the existing southbound lanes.
3:42 By November 2010, the northbound bridges have been completed.
3:55 In 2011, northbound mainline construction continues as blasting, earthwork, grading and paving
are underway.
4:16 By Fall 2011, the new northbound alignment within the exit 3 corridor is completed. Interim
crossovers have been constructed and the interim southbound off-ramp is opened.
4:28 Northbound traffic remains on the original northbound alignment.
4:33 The original southbound alignment closes for southbound bridge and mainline widening
construction. As such, southbound traffic is diverted to the new northbound alignment via interim
crossovers. This new traffic pattern improves the safety and capacity of the interchange, removes two
red-list bridges from service and will minimize recurring traffic backups during the southbound morning
commute.
4:57 In 2012 construction begins for the new southbound bridges over Route 111A and Route 111.
Bridge demolition work to remove old I-93 southbound bridges take places in early 2012 and is followed
by southbound bridge abutment construction.
5:30 In 2013, southbound bridge construction continues. Steel beam superstructures are installed.
5:52 Decks are placed and paved. By the end of 2013, the southbound bridges have been completed.
6:06 Also in 2013, the new southbound widened alignment begins to form. Blasting operations take
place to accommodate for the new alignment.
6:17 Earthwork, Drainage and Grading operations take place along the new southbound alignment.
6:28 In 2014, construction for the new Route 111 Alignment begins. Blasting operations remove ledge to
make way for roadway construction.
6:45 Exit 3 Northbound on- and off-ramp construction begins as major ledge removal is performed and
embankments are constructed.
7:18 The new southbound mainline alignment undergoes paving operations.
7:28 September 2014, southbound traffic is diverted off the new northbound alignment onto the new
final southbound alignment.
7:40 In November 2014, northbound traffic is diverted from the original alignment to the modified final
northbound alignment.
7:54 By 2015, traffic is traveling on the new mainline northbound and southbound alignments within the
Exit 3 corridor. New modified southbound on-and-off ramps are in use as well as the newly constructed
northbound off-ramp. The existing northbound-on ramp is still in use as construction continues for new
ramp.
8:16 The new Route 111 alignment continues to take form in 2015
8:41 By August, Route 111 traffic is shifted to the new alignment from the Windham Post Office to the
old I-93 northbound bridge. Southbound on-and off-ramps are modified to accommodate traffic to the
new Route 111 alignment.
8:54 Old I-93 bridges are removed and the newly aligned Route 111 traffic begins to use the newly
constructed northbound on-ramp.
9:03 By 2016, the exit 3 interchange is completed as all on- and off-ramps have been constructed and
are in use. In 2016, Route 111A realignment begins as well as the realignment of Route 111 east of the
northbound ramps. The Exit 3 park and ride construction contract commences.
9:24 Fast forward to Fall 2016, The exit 3 corridor is complete. New Interstate 93 alignments allow for
greater efficiency and safer operations. Route 111 and Route 111A have been realigned to improve
mobility and access to interstate 93.
9:40 Over the past several years, NHDOT has taken I-93 from a congested state, through an extensive
and complex construction period, to an efficient major highway system providing safe and efficient
operations. Today, operations within the exit 3 corridor are exceeding expectations, allowing for more
capacity as traffic volumes continue to increase in the surrounding area.
10:05 To encourage carpooling and public transportation connections, a park and ride lot was opened in
late 2017 off the exit 3 interchange. The lot provides 140 spaces for vehicles.
10:16 This completion of this project marks a drastic pivot point in the maintenance and improvement
of the quality of life for New Hampshire residents as I-93 continues to provide a critical link between the
communities in south central New Hampshire and the greater Boston metropolitan area.
Airport System Plan
New Hampshire's airports are an important part of the state's transportation network, connecting people, communities, and business. This video details the importance of aviation and maintaining and developing the system of public use airports in the Granite State.
Airport System Plan
Airport System Plan
Transcript of video:
The NH Sate Airport System Plan consists of 25 public use facilities throughout the state.
Today this system has matured into a well balanced and effective part of New Hampshire’s transportation network.
Aviation is an important piece in supporting economic development in the State of New Hampshire.
We have 25 airports throughout the state of NH and millions of people travel in and out by way of those airports.
It is a system and once an airport is gone it does not come back.
What we have been able to do is bring in more business customers, business-friendly aircraft, larger aircraft, more first-class seating, that attracts business customers.
The reason why our plants and clients are successful is because they can fly to the closest airport and that has significant economic impact on those airports.
New Hampshire is a great location for doing business because we have not only access to international airports we have three major interstates that bisect out state and we are a pretty small state. It is significant that have so many. We also have a deep-water port over in Portsmouth. No matter what type of transportation need you might have, we can meet that need.
Transportation is all about connectivity and making sure that people can get to where they want to go. Our multi-modal transportation system – be It aviation, public transit, roads and bridges, rail, it is all about connectivity.
One of the main components of this airport is the fact that it is huge economic engine for southern NH and our region. A one-billion-dollar economic engine. 61% of that economic engine comes from people who don’t even live here.
Tourism is a big part of our state economy, employing about 70,000 people in NH. Many of the people who make NH the home for the business first encountered our state as a visitor/tourist. Tourism and the airports are really important because it is actually one of our best business development tactics.
In 2014 our payroll exceeded $17 million, about 85% of our employees are in NH. We spend about a quarter of a million dollars in fees, aviation and aeronautics fees, paid to the Aeronautics Department of NH. So just here in Portsmouth we have purchased over $1 million worth of fuel. We pay landing and parking service fees where we land. We strongly identify with NH. We are very pleased for the environment it provides for us.
The opening of Raymond Wieczorek Drive was a game changer, I think, for the Manchester area and for the airport in particular. It has opened up nearly a 1000 acres south of the airport for new economic development. We are looking at a million square feet of new development there. And about 700 new jobs that are going to come in. It is very substantial, and I think that it is all due to the investment in that infrastructure.
The airports also provide logistical support for law enforcement, air ambulances, and are ideal command centers for search and rescue operations.
NHDOT Bureau of Aeronautics is responsible for overseeing the entire airport system. They work to construct and maintain the best possible air transportation system and facilities in the most efficient and economical manner.
The Bureau works with agencies at the federal, state, and local levels to preserve and promote a system of airports necessary to the future of air transportation in NH.
Preserving the system that we have in place is crucial, and that’s part of what our new airport system plan does. It provides what that system is, what it looks like, what the roles and responsibilities of each of our airports are and that is crucial in preserving those roles and responsibilities.
Several recent studies to measure the economic benefits of aviation on NH show that the 25 airports provide over $1.16 billion of economic benefits to the state each year. This represents about 2% of NH’s overall economic output and over 9200 jobs. In addition, the study found that aviation is a significant source of tax revenue for the state.
NH’s aviation manufacturing companies add nearly another $1 billion of indirect economic output and bring over 3600 additional jobs to the state.
Many of these jobs are based in science, technology, engineering, and math. They help to attract and cultivate a highly skilled aviation and aerospace workforce.
A lot of the people who we hire are people who come from the STEM group- think of pilots- that is a highly technical position. Think of our accounting planning and business development departments. If you can’t run a scenario, if you can’t crunch numbers, you won’t be successful. I would say that nearly every angle of our business here absorbs and relies on STEM education.
Projections show that operations at NH airports, like other New England states, will remain stable and see modest growth over the next 20 years. During that time, our airports will need a projected $509 million in safety and capacity improvements.
Without public support none of the projects, none of the airports that we have in the state, would survive. The federal government it great at providing some funding to help and keep our airports safe and improve them and expand them. We also need state and local support for that. If we do not have the public support for those airports, then we won’t be able to realize the funding that we need to maintain and keep them safe and accessible for citizens.
NH’s 25 public use airports bring so many benefits to the state that is supporting them is paramount to meeting the economic and transportation needs of its many residents and visitors for years to come.
How to Drive a Two Lane Roundabout
This video uses the Lee roundabout to demostrate the traffic patterns in a two lane roundabout.
How to Drive a Two Lane Roundabout
How to Drive a Two Lane Roundabout
Transcript of video:
The two-lane roundabout in Lee, New Hampshire at the intersection of US Route 4 and NH Route 125 was constructed to solve traffic congestion and address safety issues. Roundabouts are often used at intersections to efficiently manage competing traffic volumes. Roundabouts can manage traffic more efficiently than comparably sized signalized intersections because they allow conflicting traffic to move concurrently. Roundabouts also eliminate the lost time that traffic signals must provide between conflicting traffic movements. Driving in a two-lane roundabout can be a bit different than your traditional single-lane roundabout…but it’s easy to learn how to drive in one. It’s important that you remember to always yield to both lanes of traffic when entering the roundabout. Never enter the roundabout alongside a vehicle that is already in the inner lane…because that vehicle may need to cross your path to exit. A major rule for driving in a two-lane roundabout is knowing which lane you need to be in to make the maneuver you want…and to always stay in that lane. Changing lanes, as shown, will cause confusion to other drivers and increase the likelihood of a crash. So how do you figure out which lane you should be in? A two-lane roundabout, like any multiple-lane intersection, has different movements permitted for each lane. The sign on the left, which indicates the lane can go straight or turn right, has the same message as this sign, which is a roundabout sign indicating the very same driver's actions. It may look funny…but the roundabout sign is signaling that those who want to exit the roundabout at the first or second exit will take this lane. If you want to take the third exit, you would use the left lane with this marking. You can also use the left-hand lane to take the second exit. So why can’t you use the right lane to take the third exit? Well…It’s so you don’t cause congestion and confusion within the roundabout…and to avoid a crash conflict point at the second exit. Without this order….a two‐lane roundabout will essentially function as a single-lane roundabout, which reduces capacity and increases congestion. There is no exception to the lane rule, even for large tractor-trailers. To assist those large trucks that are making their way through the roundabout, the NHDOT has installed mountable concrete aprons. Truck aprons provide extra width for a tractor trailer’s rear tires…in order for them to stay in their lane to make the thru or left-hand turn… so incidents, like this one, don’t happen. For more information about roundabouts…visit the NH Department of Transportation website.
McManus/Pleasant Valley Intersection Animation
This animation depicts the motor vehicle traffic flow for the McManus-Pleasant Valley intersection on NH Route 28 in the Town of Wolfeboro, NH.
McManus/Pleasant Valley Intersection Animation
McManus/Pleasant Valley Intersection Animation
Transcript of video:
This animation depicts the motor vehicle traffic flow for the McManus-Pleasant Valley intersection on NH Route 28 in the Town of Wolfeboro, NH. The animation simulates vehicles using the intersection in three traffic scenarios in the year 2025: Weekdays during the peak morning commute; Weekdays during peak afternoon commute; And in the afternoon during the peak summer season in this popular tourist destination. In each traffic scenario, the animation includes the existing intersection and three proposed road improvement plans that are being considered. The proposed plans include enhanced road pavement markings, all way stop or stop condition for each intersecting street, and construction of a roundabout.
Pickering Corner Animation
This animation depicts the motor vehicle traffic flow for the Pickering Corner intersection on NH Route 28 in the Town of Wolfeboro, NH.
Pickering Corner Animation
Pickering Corner Animation
Transcript of video:
This animation depicts the motor vehicle traffic flow for the Pickering Corner intersection on NH Route 28 in the Town of Wolfeboro, NH. The animation simulates vehicles using the intersection in three traffic scenarios in the year 2025: Weekdays during the peak morning commute; Weekdays during peak afternoon commute; And in the afternoon during the peak summer season in this popular tourist destination. In each traffic scenario, this animation also includes the existing intersection and three proposed road improvement plans that are being considered. These plans include an all way stop or stop condition for each intersecting street, installing traffic signals, and construction of a roundabout.