Approved kacts lrp 2010 2035

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

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KACTS Long Range Transportation Plan - 2010-2035 - Page i -
I. INTRODUCTION .................................................................................................................... 1
INTRODUCTION ............................................................................................................. 1
THE KACTS REGION...................................................................................................... 2
MEMBERSHIP .................................................................................................................. 7
THE PLANNINGPROCESS ............................................................................................ 8
FEDERAL REQUIREMENTS ........................................................................................ 10
AIR QUALITY CONFORMITY .................................................................................... 11
STATE REQUIREMENTS .............................................................................................. 12
THE PUBLIC PROCESS ................................................................................................. 13
II. LONG RANGE TRANSPORTATION PLAN ..................................................................... 13
POLICIES ......................................................................................................................... 13
IMPLEMENTATION STRATEGIES ............................................................................ 14
III. APPENDICES
A. TRANSPORTATION CHARICTERISTICS AND TRENDS ....................................... 17
EXISTING ROADWAY NETWORK ............................................................................ 17
- NETWORK DEFICIENCIES ........................................................................... 20
- BRIDGES ............................................................................................................ 21
- BICYCLE AND PEDESTRIAN INFRASTRUCTURE ................................. 22
- NETWORK SAFETY AND SECURITY ......................................................... 23
- SAFETY .............................................................................................................. 24
- SECURITY ......................................................................................................... 26
- INTELLIGENT TRANSPORTATION SYSTEMS (ITS) ............................... 27
TRAVEL DEMAND MANAGEMENT (TDM) .......................................................... 28
- RIDESHARING SYSTEMS .............................................................................. 28
- PUBLIC TRANSPORTATION SYSTEMS ..................................................... 28
-INTERSTATE BUS AND VAN TRANSPORTATION SYSTEMS .............. 30
FREIGHT .......................................................................................................................... 34
- PASSENGER RAIL ........................................................................................... 34
- FREIGHT RAIL ................................................................................................. 34
- AIR SERVICES .................................................................................................. 39
- MARINE FACILITIES ..................................................................................... 39
B. SOCIO-ECONOMIC TRENDS ...................................................................................... 42
POPULATION GROWTH TRENDS ........................................................................... 42
DISADVANTAGED POPULATIONS ......................................................................... 45
TABLE OF CONTENTS

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KACTS Long Range Transportation Plan - 2010-2035 - Page ii -
HOUSING TRENDS ....................................................................................................... 47
TRANSPORTATION AND COMMUTING TRENDS .............................................. 49
TRAFFIC PATTERNS .................................................................................................... 53
MAJOR EMPLOYERS .................................................................................................... 57
C. FUNDING SUMMARY AND FISCAL CONSTRAINT .............................................. 61
MPO CAPITAL IMPROVEMENT FUNDING FORMULA ..................................... 62
-DISTRIBUTION FORMULA FOR NHS FUNDS .......................................... 62
- DISTRIBUTION FORMULA FOR STP FUNDS ........................................... 63
D. FOR MORE INFORMATION ........................................................................................ 66
E. FIGURES
1. KACTS MEMBERSHIP .......................................................................................................... 8
2. PLANNING FACTORS MANDATED BY SAFETEA-LU .............................................. 10
3. POLICY OBJECTIVES MANDATED BY STPA ............................................................... 12
4. KACTS PUBLIC PARTICIPATION ACTIVITIES ............................................................ 13
5A.KACTS POLICIES - GOALS AND OBJECTIVES ............................................................ 15
5B.KACTS POLICIES – GOALS AND OBJECTIVES (continued) ....................................... 16
6. YCCAC SOUTH COUNTY URBAN TRIPS, FY 1998-2004 ............................................ 32
7. TONS OF MATERIAL LOADED BY COMMODITY, 2002 ............................................ 39
8. TONS OF MATERIAL DISCHARGED BY COMMODITY, 2002 .................................. 40
9. POPULATION OF KACTS TOWNS, 1970-2000 .............................................................. 43
10. PERCENT OF TOTAL KACTS POPULATION BY TOWN, 1970 & 2000 .................... 44
11. NUMBER OF HOUSING UNITS IN KACTS AREA, 1980-2000 ................................... 48
12. BUILDING PERMITS ISSUES IN KACTS TOWNS, 1990-2002 ..................................... 49
13. MEANS OF TRANSPORTATION TO WORK, 1990 & 2000 .......................................... 50
14. CARPOOLING IN THE KACTS AREA, 2000 .................................................................. 51
15. PERCENT OF TOTAL HOUSING UNITS IN KACTS TOWNS
BY VEHICLES AVAILABLE, 1960-2000...................................................................... 52
16. TRAVEL TIME TO WORK IN KACTS AREA (ONE WAY), 1990 & 2000 ................... 53
17. AVERAGE ANNUAL DAILY TRAFFIC NORTH AND SOUTH
ON INTERSTATE 95 AT NH BORDER. 1973-2001 ................................................... 54
18. AVERAGE DAILY TRAFFIC NORTH AND SOUTH BY MONTH ON
INTERSTATE 95 AT NH BORDER .............................................................................. 55
19. NAVAL SHIPYARD AVERAGE ANNUAL EMPLOYMENT, 1989-2002 ................... 59

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KACTS Long Range Transportation Plan - 2010-2035 - Page iii -
F. TABLES
1. FUNCTIONAL HIGHWAY CLASSIFICATION IN KACTS AREA ............................. 18
2. MAJOR HIGHWAYS IN KACTS AREA ........................................................................... 18
3. ROUTE 236 LEVEL OF DATA SERVICE .......................................................................... 25
4. HIGH CRASH LOCATIONS IN KACTS AREA, 2006-2008 .......................................... 25
5. HISTORICAL CRASH TRENDS IN KACTS AREA, 1996-2008 .................................... 25
6. RECENT FUNDING FOR KACTS PUBLIC TRANSIT ................................................... 31
7. COAST BOARDINGS IN BERWICK, FY 2007-2010 ........................................................ 33
8. SHIPMENTS BY WEIGTH, 2002 AND 20035 ................................................................... 35
9. TOP COMMODITIES BY WEIGHT, 2002 ......................................................................... 35
10. TOP TRADING PARTNERS FOR MAINE, 2002 ............................................................. 36
11. POPULATION GROWTH IN KACTS TOWNS, 1970-2000 ........................................... 42
12. KACTS POPULATION PROJECTIONS TO 2020 ............................................................ 44
13. POPULATION LIVING IN POVERTY, 1989 & 1999 ...................................................... 46
14. HOUSING AFFORDABILITY INDEX FOR KACTS TOWNS ....................................... 47
15. MEANS OF TRANSPORTATION TO WORK IN KACTS AREA, 1990 & 2000 ......... 50
16. AVERAGE ANNUAL NUMBER OF VEHICLES BY CLASSIFICATION
ON INTERSTATE 95 AT NH BORDER, 2000-2003 ................................................... 55
17. HIGHWAY COUNT LOCATIONS IN KACTS AREA WITH AVERAGE
ANNUAL DAILY TRAFFIC (AADT) GREATER THAN 10,000 ............................. 56
18. RECENT AADT INCREASES GREATER THAN 500 IN KACTS AREA .................... 57
19. TOP 5 WORK COMMUTING DESTINATIONS BY KACTS RESIDENTS, 2000 ........ 58
20. MAJOR EMPLOYERS IN KACTS TOWNS (>50 EMPLOYEES) ................................... 60
21. HIGHWAY AND TRANSIT REVENUE V. COST, 2003-2025 ....................................... 65
G. MAPS
1. KACTS CAPITAL IMPROVEMENT AREA & PLANNING AREA ................................ 4
2. KACTS CAPITAL IMPROVEMENT AREA (NORTHERN PORTION) ......................... 5
3. KACTS CAPITAL IMPROVEMENT AREA (SOUTHERN PORTION) .......................... 6
4. MAINE OZONE MAINTENANCE AREAS ..................................................................... 11
5. MAINE FREIGHT SYSTEM ................................................................................................ 37
6. PERCENTAGE OF MINORITIES BY CENSUS BLOCK, 2000 ........................................ 45
7. PERCENTAGE OF POPULATION LIVING IN POVERTY
BY CENSUS BLOCK, 1999 ............................................................................................ 46

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KACTS Long Range Transportation Plan - 2010-2035 - Page 1 -
As a condition for receiving and spending Surface Transportation Program funds from the Federal Highway Administration (FHWA), Federal law requires that urbanized regions with 50,000 or more people establish a metropolitan planning organization (MPO). MPOs authorized by the Federal-aid Highway Act of 1962 are responsible for developing continuing, comprehensive, and cooperative transportation plans, sometimes known as Long-Range Transportation Plans (LRTP), that meet Federal planning requirements. Each MPO is designated by agreement between Maine’s governor and the municipalities in a metropolitan region. KACTS is one of nearly 400 MPOs in the United States and Puerto Rico, and one of four MPOs in the State of Maine.
Although various forms of metropolitan transportation planning have existed in many areas of the United States since the construction of the interstate system, the federal government did not officially designate the MPO as a transportation planning forum until 1975 when the Urban Mass Transportation Administration (predecessor to the Federal Transit Administration (FTA)) and the Federal Highway Administration (FHWA) revised their transportation planning regulations. Although federal regulations have changed transportation policy a great deal since that time, the MPO continues to serve as an important conduit for looking at metro-regional transportation issues and coordinating intergovernmental decision making with public input.
PURPOSE
The purpose of the KACTS 2035 Long Range Transportation Plan (LRP) is to address transportation planning, policy, and funding issues as they relate to: highways, transit services, bicycle and pedestrian facilities, freight services, and rail. The Plan evolves around two major components: a needs component which identifies what projects are needed to meet the travel demands of the future, and a fiscally responsible financial component which identifies what projects can be accomplished based on projected financial resources. It has been developed to reflect and complement various community, regional, and state plans and is built on goals, objectives and strategies that reflect the need for a balanced transportation system that provides a range of choices for all its users.
Due to KACTS unique location bordering the states of New Hampshire and Maine, the region serves as a gateway to the state and plays an important role in the transportation system of Maine and the northeast. The MPO area contains six of the most heavily
I. INTRODUCTION

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traveled roadways entering Maine: Interstate 95, U.S. Route 1, the Route 1 Bypass, State Route 4, State Route 9, and U.S. Route 202.
THE KACTS REGION
The KACTS area is located in southwestern Maine and borders New Hampshire. The metropolitan area that KACTS represents is actually only the Maine portion of a much larger metropolitan region that extends across the border into New Hampshire. On the New Hampshire side, Strafford Metropolitan Planning Organization and Rockingham Metropolitan Planning Organization, formally the Seacoast Metropolitan Planning Organization, are responsible for administering transportation planning activities. The three MPOs are somewhat unique to MPO bodies in the United States because each state has separate and distinct transportation planning authority for a contiguous interstate urbanized area. However, the three MPOs have a working interstate relationship on regional planning issues and projects.
The MPO area is composed of two areas: (1) an area that defines where capital improvements can be made, (2) an area that defines where planning funds can be utilized. The capital improvement area is essentially the urbanized area identified by the last decennial Census plus any small additional territory to account for transportation assets that function as part of the urbanized area transportation system. U.S. Census population density figures define an urbanized area as being a contiguous area of 50,000 persons with a density of 1,000 persons per square mile. In 2005, the KACTS Committee voted to extend the area where planning funds can be utilized to include all core KACTS member towns as well as Acton, North Berwick, Ogunquit, Sanford, Wells and York.
The Piscataqua River Bridge lies in the heart of the Portsmouth Urbanized Area connecting Portsmouth, NH and Kittery, ME.

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2000 population data from the U.S. Bureau of the Census divided the former Dover- Rochester-Portsmouth, NH urbanized area into two individual urbanized areas: the Dover-Rochester urbanized area and the Portsmouth urbanized area. The KACTS area continues to plan for areas within both the Dover-Rochester and Portsmouth urbanized areas. However, this area consists of only the Maine portion of the two urbanized areas, and constitutes approximately 12% of the total two-state urban area population.
On the following page, Map 1 shows the entire KACTS MPO Area including the Capital Improvement and Planning Areas. Map 2 on page 5 shows the northern portion of the KACTS Capital Improvements Area. Map 3 on page 6 shows the southern portion of the KACTS Capital Improvement Area.

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As maps 1 through 3 indicate, the KACTS area is a contiguous area that links Kittery, Eliot, South Berwick and Berwick, with a very small area located in Lebanon. The entire area lies adjacent to a much larger urbanized area in New Hampshire across the Piscataqua River.
The urban part of Kittery is the most populous of the KACTS area, accounting for over 40% of the KACTS urban population. Although it represents the largest portion of the KACTS population, the town experienced very little growth in the past twenty years. During the period between 1990-2000, population growth was offset to some extent by the work force reduction of the area’s largest employer, the Portsmouth Naval Shipyard. The total employment level at the Shipyard declined from a high of 8,400 to about 4,000. Since 2000, the employment level at the Shipyard has increased slightly to just over 5,000. The commercial and retail business growth that did occur in the past twenty years was primarily along the Route 1 corridor.
The urban section of Eliot, which lies adjacent to Kittery, is primarily residential. These residences generate high levels of traffic at commuter hours. The number of shopping and other service facilities has grown along Route 236 in Eliot, adding access points along an arterial designed for high speed traffic.
The urban sections of Berwick and South Berwick are composed primarily of the village areas with surrounding residential areas in each town. Both of these municipalities have a major State highway traveling through the village areas.
Lebanon, located in between Sanford, Maine and Rochester, New Hampshire, has a small “urbanized” area along Route 202/11. This area lies adjacent to East Rochester, and consists primarily of commercial land uses with a small concentration of residential development northwest of Route 202/11.
MEMBERSHIP
The KACTS MPO is administered by a Committee that is representative of the entire MPO area and knowledgeable about the area’s transportation needs and deficiencies. The Committee is composed of government officials representing member municipalities including, Kittery, Eliot, South Berwick, Berwick, and Lebanon, as well as local transit providers serving the KACTS area, the Maine Turnpike Authority (MTA), the Maine Department of Transportation (MaineDOT), and the Southern Maine Regional Planning Commission (SMRPC). The public transit agency currently represented on the Committee is the York County Community Action Corporation. The

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Committee includes voting and non-voting seats (Figure 1).
Members of SRPC, RPC, and the New Hampshire Department of Transportation have non-voting seats on the KACTS Committee. Conversely, SMRPC has membership privileges on the Technical Advisory Committee and Policy Committee for both SRPC and RPC. In addition, the Town of Berwick is represented on the Board of Directors for the Cooperative Alliance for Seacoast Transportation (COAST), in order to ensure interstate communication on issues specific to public transportation.
THE PLANNING PROCESS
KACTS participants collaborate in an ongoing transportation planning process in order to carry out the provisions of governing Federal laws. The KACTS Committee, operating as the MPO designee, is the decision maker at the local level. SMRPC and the MaineDOT provide technical and administrative support to the Committee. The program is funded by the Federal Highway Administration, the Federal Transit Administration, the, and through local matching revenues.
The KACTS Long Range Transportation Plan (LRTP) serves as a guideline for implementing transportation improvements in the KACTS area for a planning horizon to 2035. The Transportation Plan is one of three transportation planning tools that MPOs are directed to use in indicating planning directions and priorities for the MPO
FIGURE 1: KACTS MEMBERSHIP
Voting Members:
Towns
Agencies
Kittery (2 votes)
York County Community Action Corporation
Eliot
Maine Turnpike Authority
South Berwick
Maine Department of Transportation
Berwick
Southern Maine Regional Planning
Lebanon
Nonvoting Members:
Strafford Regional Planning Commission (SRPC)
Rockingham Planning Commission (RPC)
New Hampshire Department of Transportation
Federal Highway Administration
Federal Transit Administration

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Reconstructing Route 1 in Kittery, a KACTS Transportation Improvement Project.
area. In addition to the LRTP is the Unified Planning Work Program (UPWP), which is a document that coordinates the planning tasks and studies carried out by MPO participants. It has a two year horizon and describes not only the MPOs planning priorities but how planning funds will be allocated. The Transportation Improvement Program (TIP) has a four year horizon and is a tool used to implement detailed improvement projects that are consistent with the Transportation Plan. All projects in the TIP must have the approval of the KACTS Committee. These three tools help ensure the region's eligibility for federal transportation funding.
The purpose of the Transportation Plan is to ensure that various transportation projects are consistent with the area's overall development policies, and are coordinated with one another to provide an effective transportation system that makes efficient use of available funds. The Plan includes both short term and long term strategies that lead to the development of an effective and integrated intermodal transportation system. Plan recommendations are implemented through the Transportation Improvement Program (TIP).

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FIGURE 2: PLANNING FACTORS MANDATED BY
SAFE ACCOUNTABLE FLEXIBLE EFFICENT TRANSPORTATION EQUITY ACT – LEGACY FOR USERS (SAFETEA-LU)
(1) Support the economic vitality of the metropolitan area, especially by enabling global
competitiveness, productivity, and efficiency;
(2) Increase the safety of the transportation system for motorized and nonmotorized users;
(3) Increase the security of the transportation system for motorized and nonmotorized users;
(4) Increase the accessibility and mobility of people and for freight;
(5) Protect and enhance the environment, promote energy conservation, improve the quality
of life, and promote consistency between transportation improvements and State and
local planned growth and economic development patterns;
(6) Enhance the integration and connectivity of the transportation system, across and
between modes, for people and freight;
(7) Promote efficient system management and operation, and;
(8) Emphasize the preservation of the existing transportation system.
FEDERAL REQUIREMENTS
Since the passage of the Federal Intermodal Surface Transportation Efficiency Act (ISTEA) in 1991, there has been an increased effort to strengthen the overall transportation planning process through Metropolitan Planning Organizations. SAFETEA-LU contains eight broad categories to be considered in the planning process. Under SAFETEA-LU the planning factors that govern “safety and security” are now two separate planning factors, and the “environmental” factor has been modified to specify that the planning process is to “promote consistency between transportation improvements and State and local planned growth and economic development patterns.” These factors are outlined below in Figure 2:
In addition to SAFETEA-LU, the Clean Air Act Amendments of 1990, and the Sensible Transportation Policy Act (STPA), KACTS is regulated by other federal and state laws including the National Environmental Policy Act, the 1990 Americans with Disabilities Act, and the Maine Comprehensive Planning and Land Use Regulation Act. For further information about how these laws affect the KACTS planning process, please contact the Southern Maine Regional Planning Commission.

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AIR QUALITY CONFORMITY
Due to the fact that the KACTS is located in an ozone “maintenance” area as designated by the U.S. Environmental Protection Agency (EPA) in the Clean Air Act Amendments of 1990, the KACTS Transportation Plan must be updated every four years. A “maintenance” area is a geographic area where levels of an air pollutant are at risk of not meeting a national ambient air quality standard (NAAQS). MPOs are required along with state and local governments to develop a plan to maintain low levels of emissions if a “maintenance” area falls within their jurisdiction. An air quality monitoring station in Kittery has recorded that there have been a total of 126 days that ozone levels have exceeded national ambient standards since 2000 (based on 84ppb standard, 2009).
KACTS serves as a member of the Conformity Consultation Group, which is a multi- agency committee which reviews and recommends policies regarding transportation projects, plans, and conformity in Maine. Other members include the other the Portland and Lewiston MPOs, the Maine Department of Environmental Protection (DEP), MaineDOT, FHWA and EPA.
MAP 4: Maine Ozone Maintenance Areas

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STATE REQUIREMENTS
In addition to the requirements of SAFETEA-LU, KACTS is required to address planning goals, policies, processes and other requirements from Maine’s 1991 Sensible Transportation Policy Act (STPA). In 2007, a significant amended was made to the STPA which included guidelines to evaluate transportation alternatives as part of the decision making process. This new language requires MPOs to evaluate and document existing land use policies when anticipating any significant capital improvement or expansion of the transportation system. KACTS planning activities are also incorporated into the Maine Department of Transportation’s own statewide Long Range Plan and Transportation Improvement Program. Figure 3 lists STPA policy objectives that must be considered by KACTS in its Long Range Transportation Plan. Although there is a great deal of overlap between the STPA and SAFETEA-LU, the STPA does provide more direction in specific areas such as the requirement to integrate land use and transportation planning.
FIGURE 3: POLICY OBJECTIVES MANDATED BY THE
SENSIBLE TRANSPORTATION POLICY ACT
(1) Promote the coordinated and efficient use of all available and future modes of transportation;
(2) Meet the diverse transportation needs of the people of the State, including rural and urban populations and the unique mobility needs of the elderly and disabled;
(3) Ensure the repair and necessary improvements of roads and bridges throughout the State to provide a safe, efficient, and adequate transportation network;
(4) Minimize the harmful effects of transportation on public health and on air and water quality, land use and other natural resources;
(5) Reduce the state’s reliance on foreign oil and promote reliance on energy efficient forms of transportation;
(6) Be consistent with the purposes, goals and policies of the Comprehensive Planning and Land Use Regulation Act; and
(7) Incorporate a public participation process in which local governmental bodies and the public have timely notice and opportunity to identify and comment on transportation concerns.

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THE PUBLIC PROCESS
Proactive public participation is a vital component of the MPO planning process. SAFETEA-LU legislation stresses the early inclusion of all interested parties in the development of the Transportation Plan, and sustained participation throughout the process. It also requires MPOs to provide “a reasonable opportunity” for interested parties to review and comment on draft long range transportation plans. KACTS has applied these concepts in the development of its Long Range Transportation Plan as well as in the development of its Public Involvement Plan.
The KACTS Public Involvement Plan updated annually, lays out procedures the MPO will follow during the development of all its planning documents, including the Long Range Transportation Plan. A copy of the document can be found on the KACTS website or obtained by contacting SMRPC. What follows is a list of public participation actions taken for the Plan.
FIGURE 4: KACTS PUBLIC PARTICIPATION ACTIVITIES*
May 10, 2010 - Draft of Technical Update of Transportation Plan distributed for a 15 day comment period before final Committee approval. Notice of availability placed in area newspapers. Copies of the Plan available at each Town Hall and draft plan posted in SMRPC’s KACTS webpage.
May 25, 2010 - KACTS Committee holds public information meeting, entertains final comments on Draft Technical Update of the Transportation Plan.
September 09, 2010 – KACTS Committee approves final Technical Update of the plan.
* KACTS Committee members were also encouraged to seek input from their respective towns throughout the development of the Transportation Plan.

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A. Policies
The KACTS transportation plan is founded on a set of policies organized as a hierarchy of policy goals and objectives i.e. “what we want to achieve.” These policies provide a benchmark for KACTS to monitor and evaluate the transportation system and socioeconomic conditions, and measure its progress toward achieving its policy guidelines.
The policies of this plan depict the member communities’ commitment to provide a safe and accessible transportation system that efficiently meets the mobility needs of its residents, visitors and businesses while supporting economic growth, minimizing environmental impacts, and capitalizing on the unique character of the region. In short:
“Maximizing the opportunities to enhance the movement of goods and people
through the Gateway to Maine”
The seven major policies that are the foundation to the KACTS Transportation Plan are:
1. Improved Public Safety;
2. An Integrated Multimodal Transportation System;
3. Maximized System Management;
4. A Strengthened connection between Lane Use, Economic Development and Transportation;
5. Enhanced Environment Prosperity;
6. A Fiscally Responsible Transportation System; and
7. Improved Freight Management;
B. Implementation Strategies
The implementation strategies reflect the member communities’ commitment as to how to achieve the desired transportation policies. The Committee uses several items for implementation, including the Transportation Improvement Program (TIP) and Unified Planning Work Program (UPWP). Please refer to each of these documents for further information.
II. LONG RANGE TRANSPORTATION PLAN

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FIGURE 5A: KACTS Policies - Goals And Objectives
#1 Improved Public Safety:
 Reduce the number of High Crash Locations (HCL)
 Reduce frequency and severity of traffic related accidents
 Improve bicycle and pedestrian safety
 Implement ITS strategies to improve overall system safety and security
 Maintain coordination efforts with NH on Traffic Coordination
Management efforts
#2 An Integrated Multimodal Transportation System:
 Increase system accessibility to all modes
 Facilitate connectivity across and between all modes
 Increase public transportation options
 Better access between bicycle and pedestrian facilities and public services
 Improve mobility options
 Increase non auto trips
#3 Maximized System Management:
 Better management of travel demand strategies
 Sustain or improve Level of Service (LOS) through the use of technology
 Reduce travel time and vehicle miles traveled (VMT)
 Increase mobility through Information Technology Systems (ITS)
#4 A Strengthened Connection between Land Use, Economic Development and Transportation:
 Foster investment in existing urban core areas
 Promote compact, mixed use growth patterns
 Link regional transportation decisions with local land use decisions
 Move freight more efficiently
 Strengthen the rail, port and highway connection
 Foster relationships with public providers

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KACTS POLICIES - GOALS AND OBJECTIVES (continued)
#5 Enhanced Environmental Prosperity:
 Reduce negative impacts on the natural and built environment
 Promote compact, mixed use growth patterns
 Increase alternative fuel options
 Reduce air and noise pollution
 Reduce greenhouse gas emissions
 Reduce the number of single occupancy vehicles
 Promote energy conservation through more efficient movement of freight
#6 A Fiscally Responsible Transportation System:
 Identify new federal, state, and local funding opportunities
 Maximize public private partnerships
 Extend the life of the system through ITS and travel demand management
 Explore funding alternative including tax increment financing, impact fees and user fees
 Preserve the existing transportation system through sound maintenance practices
#7 Improved Freight Management:
 Maximize opportunities to enhance the movement of goods through the MPO into Maine
 Strengthen the rail, port and highway connection
 Maximize existing freight transportation corridors to minimize impacts on secondary roadways
 Promote energy conservation through more efficient movement of goods
These policy goals and objectives influence the transportation planning process by providing the KACTS committee with guidelines to handle and/or approach specific problems that are unique to the KACTS metropolitan region. The KACTS committee is informed about these specific problems through an inventory of its transportation system as well as an analysis of current and future socioeconomic, land use, and transportation trends affecting the area. Together, the policies, inventory, and analysis of trends enable the KACTS Committee to develop coordinated and informed recommendations for improving the transportation system in the area.

The following section of the plan presents a multi-modal picture of the existing KACTS transportation system.
A. TRANSPORTATION CHARACTERISTICS
Transportation serves as a means to connect a diverse range of users groups with goods, services and other resources. As such, the condition, safety, and efficiency of the regions transportation system are all important factors that need to be monitored regularly. A well balanced system should take into consideration all modes, including motor vehicles, bicycles, pedestrians, trains, and transit services. Equally, good governance of the system - ensuring safety, efficiency and longevity are not compromised - is becoming more crucial as we enter into a period where funding sources are diminishing. This section of the Plan will discuss the various aspects of the existing transportation system within the KACTS region.
EXISTING ROADWAY NETWORK
A key part of the transportation infrastructure is the roadway network. Within the roadway network there is a hierarchy known as functional classification. Functional classification is the process by which public streets and highways are grouped into classes according to the character of service they are intended to provide. Generally, highways fall into one of four broad categories: principal arterial, minor arterials, collector roads, and local roads.
Principal Arterials (Interstate & Other) are the highest classification. They serve through trips and provide limited access to adjacent land use, provide longer through travel between major trip generators (larger cities, recreational areas, etc.). Minor Arterials are designed to provide for relatively high overall speeds with minimum interference. MaineDOT further classifies arterials as either “mobility” or “retrograde”. A mobility arterial is a rural arterial with posted speed limit of 40 mph or more that carries 5,000 or more vehicles per day for at least 50% of its length. A retrograde arterial is a type of mobility arterial on which crash rates due to vehicles entering and exiting driveways exceed the 2001 state average crash for similar roadways. Collectors have the function to link local roads and streets with arterials; they collect traffic from the local roads and also connect smaller cities and towns with each other and to the arterials. Local roads provide access to private property or low volume public facilities. These divisions may be used as a basis for determining jurisdiction, design standards, and allocation of funds.
III. APPENDICES

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There is a total of approximately 190 miles of highway in the current KACTS area. Table 1 shows the total mileage for each Functional Classification of the highway system.
TABLE 1: FUNCTIONAL HIGHWAY CLASSIFICATION IN KACTS AREA
Functional Classification
Current Mileage
Local
110
Principal Arterial
21
Minor Arterial
26
Major Collector
19
Minor Collector
6
Interstate
8
TOTAL
190
Source: SMRPC, Maine Department of Transportation
There are several major highways servicing the KACTS area. These highways carry the highest volumes of goods and people and are an important link in the regions economy. Think of these highways as the region’s backbone, connecting the KACTS towns with the rest of the State and New England.
TABLE 2: MAJOR HIGHWAYS IN KACTS AREA
Highway #
Functional Classification(s)
Towns
I-95
Principal Arterial
Kittery
202/11
Principal Arterial
Lebanon
1
Principal/Minor Arterial
Kittery
236
Principal/Minor Arterial
Berwick, South Berwick, Eliot &
Kittery
4
Major Collector & Principal Arterial
Berwick & South Berwick
103
Major Collector & Local
Eliot & Kittery
91
Major Collector
South Berwick
9
Major Collector
Berwick
101
Minor Collector & Local
Eliot & Kittery
Source: Maine Department of Transportation

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Interstate 95 (I-95) is a six lane, toll facility that passes through southern Maine, including the town of Kittery, and crosses into New Hampshire. Traffic volumes can vary depending on the time of year. Average daily counts are 71,380 (2008) per day but can peak to as high as 130,000 (2008) during the peak summer season. As well as being a major commercial route within and between Maine and the rest of New England, it serves as a major commuting corridor within the KACTS region.
Route 202/11 is one of the region’s busiest east-west roadways; it serves as a major truck route for commercial vehicles as well as commuters traveling from the western part of the state into New Hampshire and on to Boston. It is a two lane principal arterial that connects the Lebanon, ME and Rochester, NH areas with Route 16 (Spaulding Turnpike) in New Hampshire. It carries an average daily traffic volume of 11,200.
Route 1 is primarily a four lane arterial in Kittery, becoming a two lane arterial in parts of York, Ogunquit and Wells. It carries heavy seasonal traffic from New Hampshire through York County and on up to the northern part of the State, and a steady stream of commuters and shoppers who utilize the outlet malls in Kittery. There is a short bypass segment that loops around the downtowns of Portsmouth and Kittery connecting directly back into to I-95. The average daily traffic volume is 18,400.
Route 236 is a two lane retrograde arterial that links Kittery, Eliot, South Berwick and Berwick. It is a major commuter corridor and carries the highest volume of traffic (with the exception of the interstate) within the MPO. Average daily volumes range from 18,890 in Kittery, peak to 20,030 in South Berwick and drop as low as 4,820 in Berwick. In 2008, the MaineDOT completed the Route 236 Corridor Study which identified base traffic and roadway conditions and deficiencies for the corridor.
The MPO also contains several collector roads that serve lower volumes of traffic but still provide valuable access and connectivity to more localized traffic; they also provide utility for emergency vehicles. Local roads are the largest component of the network in terms of lane miles but these roads carry the lowest volumes of traffic. Bicycle and pedestrian facilities tend to be located on the local roads. However, these kinds of facilities are sorely lacking through out the region. It must be noted that segments of Rte 1, 9, and 236 in the down towns of Kittery, South Berwick, and Berwick do have sidewalks; as does Route 1 at the outlet malls in Kittery.

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NETWORK DEFICIENCIES
As mentioned before, the roadways listed above are the region’s backbone; they are critical to the region and benefit the communities in a number of ways as they haul freight, move people, and drive economic development and tourism. However, these roadways all experience problems related to high traffic volumes, levels of congestion and safety. Furthermore, they are often the roadways that cost the most to maintain.
Deficiencies can be measured in many ways; however it is usually associated with the level of service (LOS) of a roadway. LOS is a qualitative measure describing operational conditions within a traffic stream taking into account a number of variables including speed and travel time. There are six levels of service ranging from “A” being the very best, to “F” being the worst. Level “F” represents heavily congested flow with traffic demand exceeding capacity. Currently there are a number of intersections and roadway segments in the KACTS region that already operate at LOS of “D” and below. Traffic modeling projected out to 2026 has determined these locations will be operating at a LOS of “F” if control measures are not put in place.
Hotspots or problem sites include certain intersections on Route 236 that experience a LOS of D or below. (Table 3) Weekend travel during the peak of summer I-95 experiences very high traffic volumes, significantly increasing travel time along the corridor.
TABLE 3: ROUTE 236 LEVEL OF SERVICE DATA
Intersections with existing or predicted LOS of D, E, or F.
2006
2026
Town
Intersection
AM Peak
PM Peak
AM Peak
PM Peak
Kittery
Route 236 / Exit 3 NB off-ramp
A
A
C
F
Eliot
Route 236 / Bolt Hill Rd
B
C
F
F
Eliot
Route 236 / Route 103
B
D
F
F
South Berwick
Route 236 / Route 91
A
F
F
F
South Berwick
Route 236 / Quarry Drive
C
F
F
F
South Berwick
Route 236 / Vine St
C
D
F
F
South Berwick
Route 4 / Route 236
B
F
F*
F*
South Berwick
Route 236 / Academy St
C
F
E*
F
South Berwick
Route 236 / Portland St (w/ Police Control)
F
-
F
F
South Berwick
Route 236 / Portland St (Stop Sign Only)
D
F
* w/ Police Control
Source: Maine DOT - Route 236 Corridor Study

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BRIDGES
As mentioned earlier, the KACTS region is unique in so far as it only represents the Maine portion of a much larger metropolitan region that borders New Hampshire. The Piscataqua River acts as a boarder separating the land of Maine and New Hampshire, and severely restricting transportation access between the two States. Although there are currently three bridges between Kittery and Portsmouth, the next access point connecting Maine and New Hampshire is approximately 14 miles away in South Berwick. These three bridges, the Memorial bridge (Route 1), Sara Mildred Long bridge (Route 1 Bypass), and I-95 High Level Bridge are important connections and play an integral part in the safe and efficient movement of people and goods into and out of Maine.
The Memorial Bridge, a lift span bridge constructed in 1920, is reaching the end of its life expectancy and has a weight restriction of three tons. Due to ongoing maintenance issues, the bridge has experienced several closures over the last couple of years and recent studies have identified serious structural deficiencies. It must be noted that the Memorial Bridge is the only one of the three bridges that accommodates bicycles and pedestrians. Memorial Bridge
The Sara Mildred Long, constructed in the 1940’s, is the other lift span bridge. It carries not only Route 1 Bypass traffic but rail traffic to the Portsmouth Naval Ship Yard. It is also weight restricted at ten tons.
The I-95 High Level Bridge, constructed in 1971, carries interstate traffic from New Hampshire to Maine. Unlike the other two bridges, the I-95 Bridge is a six lane high level fixed span, which means it does not have to open or close to allow large vessels to pass underneath it. Of the three bridges it carries the most vehicles, approximately 44,900 vehicles a day.

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A segment of the on-road Eastern Trail in Kittery
BICYCLE & PEDESTRIAN INFRASTRUCTURE
Bicyclists have the same mobility needs as any other road user. Increasingly, land use and transportation planners are recognizing the bicycle as a viable transportation mode. While recreation is still the primary use of the bicycle, more people are beginning to cycle as a way to commute to work and run errands. Historically, incorporating bicycle and pedestrians needs into transportation planning has not been a priority. However, the MPO understands that it is important to create a balanced transportation system that integrates cycling and walking as part of daily life. As a result, communities will experience economic, health, and environmental benefits, and will notice an improved quality of life for its citizens. Also, providing dedicated bicycle lanes increases the safety and comfort level for both the cyclist and other roadway users by giving clear directional signage and devoted space for each user.
Facilities traditionally consist of bike lanes, mixed use paths, designated bike routes, and paved shoulders. Although there are no dedicated bike lanes in the KACTS region, all the major arterials, including Route 1, 4, 202 and 236, do have either four or six foot paved shoulders - the minimum paved shoulder width recommended by the American Association of State Highway and Transportation Officials (AASHTO). Paved shoulders not only provide a safe space for the cyclist but also provide a break-down area for motor vehicles. They can also help extend the service life of the road surface since edge deterioration will be significantly reduced; this is especially important as we enter an uncertain economic era where transportation funding is diminishing.
At the present time, there is only one designated bicycle route in the KACTS area; the Eastern Trail. The Eastern Trail extends 80 miles from Kittery to South Portland, and include both on-road and off-road sections. Once fully developed, the Eastern Trail will include approximately 37 miles of off-road cycling within the old rail corridor of the

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Eastern Railroad. Today, the Eastern Trail riders can meander on-road through the rural countryside and villages of southern Maine as well as historic mill towns and ocean side beaches. This stretch of trail is also part of the larger East Cost Greenway system; a trail that will run approximately 3,000 miles along the east coast from Canada to Florida when it is complete. The Eastern Trail Management District (ETMD) and the Eastern Trail Alliance are the two organizations with the responsibility for developing and maintaining trail segments - www.easterntrailmanagement.org or www.easterntrail.org. MaineDOT also has more information at www.exploremaine.org.
Pedestrians are a part of every roadway environment and attention should be paid to their presence. Sidewalks are the primary facility provided to meet their needs, and care must be taken when designing a pedestrian network to account for all users. Sidewalks provide access, improve safety and increase the social livability of a community.
Sidewalks and recreational walking trails are sorely absent from the area, due in part to the rural nature of the MPO. However the downtown areas of Kittery, Eliot, South Berwick and Berwick do have sidewalks and crosswalks to accommodate pedestrians, and as new subdivisions are being built sidewalks are being included. Much of the existing sidewalk infrastructure is old and does not meet current ADA standards. As towns replace or extend their sidewalk network they will be required to meet ADA standards. Kittery and Eliot will shortly be undertaking studies to address and enhance bicycle and pedestrian needs, while South Berwick recently completed (2009) a downtown transportation feasibility study that focused heavily on the safety and needs of pedestrians.
NETWORK SAFETY AND SECURITY
Metropolitan Planning Organizations are being encouraged to effectively address safety and security issues in accordance with policies outlined in SAFETEA-LU. Federal requirements also require MPO long-rang plans to comply with State Strategic Highway Safety Plans.
SAFETEA-LU established the Highway Safety Improvement Program; which is structured and funded to make significant progress in reducing fatalities on the nation’s highways. The Highway Safety Improvement Program creates a positive agenda for increased safety by increasing the funds for infrastructure safety and requiring strategic highway safety planning, focusing on results.
SAFETY

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Safety is of the utmost importance when thinking about transportation planning; this includes being proactive to address current and future safety issues, whether they relate to vehicle crashes at intersections, pedestrian incidents, or even vehicle/animal collisions. While human suffering is the primary effect of crashes, the financial burden is also noteworthy. According to the Federal Highway Administration, estimated societal costs are $230.6 billion per year or $829 per person (2009). Understanding crash types and identifying crash trends can better prepare planners to consider appropriate projects and strategies that increase the safety of the motorized and nonmotorized user, and avoid unnecessary associated costs.
MaineDOT uses crash data obtained from the State and local police to determine high crash locations (HCL). Every intersection (node) and section of roadway (link) is analyzed to come up with a Critical Rate Factor (CRF). The CRF is a comparison of actual accident rate on a link or at a node to the expected accident rate based on road type, vehicle miles of travel, and a statewide average of accident rates. A CRF greater than 1 on a link or at a node indicates an accident rate higher than should be expected at that location when based on statewide data.
In addition to determining the CRF, MaineDOT maintains data on all the accidents on the links and at the nodes. Reports are produced at locations with CRF greater than 1 that have more than 8 accidents during a 3 year period. These locations are then called high crash locations. MPOs, MaineDOT and municipalities often use HCL data to make informed decisions about highway safety improvements.
Based on MaineDOT analysis of crashes in the KACTS area between 2006 and 2008, there were 16 high crash locations; Table 13 below lists all the high crash locations from 2006-2008. Also included in Table 13 is the percent of crashes occurring at these locations that resulted in an injury. This can be an indicator of the severity of accidents that are occurring. For example, the intersection at Route 236 and Route 91 experienced 13 accidents, with 46% resulting in a personal injury. This is a fairly high injury rate for such an intersection with a large amount of accidents.

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TABLE 4: HIGH CRASH LOCATIONS IN KACTS AREA, 2006-2008
Town
Location Description
Total Accidents
Critical Rate Factor
% with Injuries
Berwick
Route 9, at Wilson Road and Route 236
18
1.11
28
Route 236 at New Dam Road
18
1.46
28
Hubbard Road near Bridge #6221
12
1.32
33
Route 236 near Regan Lane
16
1.27
25
Route 9 (School Street) near Wentworth Road
11
1.04
54
Kittery
Route 1 at Route 103 (Walker Street)
21
1.20
33
Route 1 and Old Wilson Road Link
10
1.51
10
Route 1 at Mill Bridge
15
1.06
27
Lebanon
none
S. Berwick
Route 236/Route 4 (Main Street) at Portland Street
10
1.61
10
Route 236 at Route 91 (York Woods Road)
13
2.38
46
Route 236 at Main Street
10
1.63
0
Route 236 at Quarry Drive
9
1.74
44
Source: Maine Department of Transportation, Maine High Crash Location Listing, 2006-2008
Table 14 shows historical crash trends for the KACTS area. The locations listed in this table are those that have consistently been high crash locations for each three-year period from 1996-2006. Note that the beginning and ending years of each counting period overlap with preceding and following three-year periods.
TABLE 5: HISTORICAL CRASH TRENDS IN KACTS AREA, 1996-2008
Town
Location
1996- 1998
1998- 2000
2000- 2002
2002- 2004
2004- 2006
2006- 2008
Berwick
School Street at Allen Street & Wilson Street
10
9
11
12
14
18
Kittery
Traffic Circle at Rte 1 & 236
42
36
13
18
28
n/a
Shapleigh at Whipple Street & Woodlawn Avenue
14
17
13
12
n/a
n/a
S. Berwick
Rte 236 at Main Street
12
9
8
8
13
10
Source: Maine Department of Transportation High Crash Location Listings, 1996-2006
As mentioned earlier, Federal requirements also require MPO long-rang plans to comply with State Strategic Highway Safety Plans. In 2007 the Maine Department of

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Transportation completed a Strategic Highway Safety Plan for the state of Maine. The vision of the plan is to “Create a significantly safer transportation system in Maine”. It has four emphasis areas and key objectives to focus on.
 Safety Belts / Passenger Restraints – In 2002, Maine had the third lowest safety belt use in the nation, a mere 59.2%.
Objective: Focus on increasing Maine’s safety belt use and encourage the proper use of child safety restraints.
 Lane Departure Crashes – This type of crash represents the leading fatal crash type in Maine, accounting for 76% of the state’s crash fatalities.
Objective: Identify and maintain the overall quality and safety standards of the road, especially in high crash locations.
 Younger / Older Drivers – While young drivers represent 13% of all Maine drivers, they represent nearly 30% of drivers involved in crashes. As for mature drivers, Maine has the highest average resident age in the U.S.
Objective: Identify those most at risk and develop specific crash reduction programs.
 Aggressive Driving – This takes on many forms, but most often illegal or unsafe speed is the leading factor in crashes as well as disregard for Traffic Control Devices, following too close, improper passing, and improper and unsafe lane changes.
Objective: Determine the frequency of road crashes related to aggressive driving and develop appropriate countermeasures.
SECURITY
Before the passage of SAFETEA-LU, safety and security were combined into one planning factor. The current regulation lists them separately and reads: “increase the safety of the transportation system for motorized and non-motorized users” and “increase the security of the transportation system for motorized and non-motorized users.” The goal behind this change was to emphasize the importance of safety, and to acknowledge the special concerns regarding security in the wake of the events of September 11, 2001.

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The MPO has been actively involved with a bi-state (Maine and New Hampshire) Traffic Incident Management Committee whose primary focus is on improving traffic incident management on the region’s major roadways. Focus areas include, interoperability, incident detection and verification, incident response and preparedness, incident clearance, and the use of Intelligent Transportation Systems (ITS) technology along the I-95 corridor and other major highways.
MPO member towns also have their own Hazard Mitigation Plans, which are developed in coordination with transportation, law enforcement and operational agencies. These plans address issues such as evacuation, mitigation and first-responder actions.
The Portsmouth Naval Ship Yard, located within the MPO boundary, deserves the highest level of security, not only for the base its self but for the transportation infrastructure that supports it.
INTELIGENT TRANSPORTATION SYSTEMS (ITS)
Intelligent Transportation Systems are a broad range of technologies that can make the existing transportation network safer and more efficient. Safety and efficiency are among the principal goals of the KACTS LRTP, and ITS technology can be cheaper than rebuilding the existing infrastructure. The MPO recognizes the need to continue to develop sound ITS strategies moving forward. Various uses can include:
Congestion Management
Dynamic message signs
Surveillance cameras and traffic monitoring
High-speed tolling
Traffic signal coordination
Transponders (EZ Pass)
Incident Management
Surveillance cameras
Cell phone and radios
Variable message signs
Computer aided dispatch
Public Transit
Automated vehicle tracking
Electronic fare payment
Real time information

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ITS applications in the KACTS region include:
 Weigh in Motion sensors on Interstate 95, Route 1 and Route 236
 First phase of MaineDOT commercial vehicle inspection CVISN project
 Surveillance Cameras along the I-95/Maine Turnpike
 EZ Pass toll system on the Maine Turnpike
 Variable message signs located throughout the region
 Computer Aided Dispatch - York
TRANSPORTATION DEMAND MANAGEMENT
Each year, millions of dollars are spent in the region to build and maintain roads, sidewalks and bicycle facilities. However, as revenues decline, the need to implement alternative cost-effective ways to meet the mobility needs of the region must be established.
Travel Demand Management (TDM) is one cost-effective approach that can be used to improve the efficiency of the system without having to expanding or invest millions in the transportation network. TDM promotes alternatives to driving alone, encourages the use of public transit and supports telecommuting and other work related incentives. Even though individual automobile owners are the most visible users of the highway infrastructure, there are several other means of ground transportation that use the highways. These include carpooling and vanpooling systems, public transit systems, interstate bus and van systems, and commercial trucking.
RIDESHARING SYSTEMS
Over the last couple of years, TDM initiatives have been gaining support both at the MPO level and the State level. There are several programs currently serving the KACTS MPO, including the GoMaine Program.
GoMaine is a statewide Commuter Transportation Resource Program, administered by the Greater Portland Council of Governments (GPCOG), which provides ride matching services and vanpools for commuters throughout the state. The program integrated Maine’s two former ride matching programs (the Rideshare Program in Southern Maine and the GoAugusta Program) into one statewide program in 2002. At the end of 2009, GoMaine had over 509 registered carpools, 39 registered vanpools, and 8,160 total commuters in their ride matching database.
In 2009, KACTS also partnered with its New Hampshire counterparts, the Strafford Regional Planning Commission and the Rockingham Planning Commission to expand

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and strengthen the existing Seacoast Commuter Options Program.
KACTS has also reached out to the Naval Shipyard to explore the idea of broadening its current vanpool fleet of 35. C & C Carriers also provides round trip transportation services for Naval Shipyard workers living in the Sanford area.
Essential to the GoMaine program are the state’s Park and Ride lots. Currently, there are three Park and Ride lots in the KACTS communities with others planned. A lot exists in East Lebanon at the intersection of Route 202 and Depot Road. Although GoMaine has not taken routine surveys of cars using lots, random windshield surveys conducted in October 2009 revealed that on average only four vehicles used the 50 vehicle capacity lot on a daily basis. The town of South Berwick also operates a lot, with approximately 20 spaces, behind the municipal building located along Main Street. The lot was constructed in 1996 as a combination municipal / Park & Ride lot. The Town of Berwick has shown some interest is utilizing a town owned facility as a potential lot, and there are also plans to develop a lot on Route 4 in Berwick as development occurs. The Wells Transportation Center, located off of Maine Turnpike Exit 19, also has 100 paved spaces available.
Findings from the South Berwick Feasibility Study concluded that more lots are needed to serve the MPO communities and improve commuting traffic along the Route 236 Corridor. The study also recommended tying these lots into TDM measures to service the commuter shed for the Naval Shipyard in Kittery, and the Pease International Tradeport in Portsmouth. MaineDOT is currently revisiting this problem in conjunction with the Maine Turnpike Authority (MTA) to study other areas where Park and Ride lots should be considered.

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PUBLIC TRANSPORTATION SYSTEMS
There are two established public transit organizations that serve the KACTS area directly. York County Community Action Corporation (YCCAC) has made public, demand-responsive transit service available to every municipality in the area since before KACTS was formed in 1983. YCCAC remains the only public transit provider in the towns of Kittery, Eliot, South Berwick, and Lebanon. The Cooperative Alliance for Seacoast Transportation (COAST) provides fixed route service to the town of Berwick.
The KACTS MPO receives an annual allocation of public transit funds from the Federal Transit Administration (FTA). The funding is split between these two agencies, and recent funding for both agencies is outlined below in Table 3. In addition to the FTA funds, MaineDOT and other local resources account for the required fifty percent matching requirement for operating funds.

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TABLE 6: RECENT FUNDING FOR KACTS PUBLIC TRANSIT
York County Community Action Corporation
Fiscal Years
Federal Transit Administration (FTA)
Matching Funds
(MaineDOT and Local)
Total
2006
$126,553
$126,553
$253,106
2007
$129,453
$129,453
$258,906
2008
$138,609
$138,609
$277,218
2009
$132,596
$132,596
$265,192
Cooperative Alliance for Seacoast Transportation (COAST)
Fiscal Years
Federal Transit Administration (FTA)
Matching Funds
(MaineDOT and Local)
Total
2006
$62,216
$62,216
$124,432
2007
$64,150
$64,150
$128,300
2008
$68,272
$68,272
$136,544
2009
$65,309
$65,309
$130,618
*Funding numbers are based on approximate figures. Source: SMRPC
YCCAC currently operates regularly scheduled demand responsive service to all towns in the KACTS area for the general public. Riders are required to make a reservation 24 hours in advance. People are picked up at their homes and transported to medical facilities and shopping, and are then returned to their homes. For residents in the KACTS area, YCCAC transports riders to the Dover/Somersworth area, the Portsmouth/Newington area, and Kittery. There is also a service that transports seniors in Kittery and Eliot for medical appointments, shopping, miscellaneous errands, or meal sites. Fares for both services are variable dependent upon income status of the rider, age and other considerations. Some trips are paid for under contract. Although not funded through the Federal Transit Administration, YCCAC also provides other services in the KACTS communities including trips to Waban, a non-profit organization that provides assistance to children and adults with developmental disabilities, as well as trips for MaineCare eligible persons through a volunteer driver program.
Figure 6 shows demand/response service ridership numbers for communities in the KACTS area. With the exception of the Berwick’s shopping and medical route (which serves Berwick, North Berwick and South Berwick), ridership numbers increased for other KACTS area routes.

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Source: YCCAC. Note: Data from York Trips is not available for FY 2006 and FY 2007.
The Cooperative Alliance for Seacoast Transportation (COAST) operates the only fixed schedule bus route in the KACTS area. COAST Route 1 provides service between Dover & Somersworth, New Hampshire, and Berwick, primarily along High Street in Somersworth and Central Avenue in Dover. The service has 12 round trips a day, five days a week, between 5:30am and 7:30pm. There is no service on the weekends. The route has been in existence since 1990, although it has undergone a number of minor changes from time to time.
The COAST fare is $1.50 for each trip, with half fare for the elderly, handicapped, and Medicare recipients. Monthly passes for all COAST routes are available for $52 per month and children under five don not have to pay a fare. Recent ridership for Route 1 is shown below.

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TABLE 7: COAST BOARDINGS IN BERWICK, FY 2007-2010*
Ridership
2007
2008
2009
2010
Route 1
1,516
1,740
1,953
855
ADA
17
20
22
10
TOTAL
1,533
1,760
1,975
865
% change
--
15%
12%
13%
Source: COAST, FY 2010 ridership has only counted the months from October 2009 to February 2010. COAST FY starts in October and ends in September.
People using the COAST bus system in Berwick has steadly increased over the past four years. Table 4 provides ridership numbers of Route One, but only for passengers getting on and off at one of the Berwick bus stop locations.
Shoreline Explorer
2010 marks the 5th year of operation of the Shoreline Explorer by YCCAC. This network of public and privately operated transportation services was the third of MaineDOT’s Explorer systems established. The Shoreline Explorer has both seasonal routes connecting the towns of Kennebunk, Kennebunkport, Wells, Ogunquit, and York. The Shoreline Explorer also provides year- round service connecting Sanford and Wells and serves the Wells Regional Transportation Center.
Photo of a Molly Trolley (manufactured in Wells, Maine) purchased with ARRA funds (2009)
INTERSTATE BUS AND VAN TRANSPORTATION SERVICES
Service to Boston and Logan Airport is provided by C & J Trailways, Vermont Transit and Greyhound Bus Lines. C & J offers daily service out of Dover, Durham and Portsmouth. Greyhound offers a limited service in Dover, New Hampshire. With a reservation, Mermaid Transportation provides van service to Logan and Manchester airports and makes stops at all Park and Ride lots along the Maine Turnpike, including the lot at Exit 19 in Wells.

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FREIGHT
PASSENGER RAIL
There is no passenger rail service into the KACTS area at this time, but there is freight service into the Naval Shipyard operated by Pan Am Railways. Although there is no passenger service that stops in the KACTS region, there are nearby stations located in Dover, New Hampshire and Wells, Maine. These stops are part of a larger rail service run, the Amtrak Downeaster, which travels between Portland to Boston. The track are owned Pam Am Railways, and was originally constructed by the Boston and Maine Corporation in 1873. The track passes through the MPO area of South Berwick, passing right along the Berwick / South Berwick town line near the New Hampshire border. Persons wishing to reach the Dover, N.H. train station from Berwick are able to use COAST Route 1, which has stops in downtown Dover.
FREIGHT RAIL
Most freight in the area is delivered via truck. There are three freight rail lines in the MPO area. One is owned and operated by Pan Am Railways (formerly Guilford Transportation Industries). The line is also shared by the Amtrak Downeaster passenger rail service. The rail line has only one active siding used for freight in the area, which is utilized by Pratt & Whitney in North Berwick.
The other line is operated by New Hampshire North Coast Corporation, which runs along the Maine/NH border from Ossippee, NH to its connection with the Pan Am main line in Rollinsford. There is also a short branch line that serves the Naval Shipyard in Kittery and connects to Pan Am mainline in Portsmouth.
Table 8 below provides freight movements by mode for the State of Maine for 2002, and also projections for 2035. The vast majority of shipments (88%) are handled by truck, and this general trend is expected to continue.

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Table 8: Shipments by Weight, 2002 and 2035 (millions of tons)
2002
2035
Within State
From State
To State
Within State
From State
To State
#
%
#
%
#
%
#
%
#
%
#
%
Total
40.9
100
22.1
100
31.5
100
55.8
100
43.1
100
52.5
100
Truck
36.1
88
16.2
74
12.8
41
48.2
86
36.4
84
23.2
44
Rail
0.7
2
3.1
14
3.1
10
0.7
1
2.9
7
5.2
10
Water
<0.1
<1
<0.1
<1
<0.1
<1
<0.1
<1
<0.1
<1
<0.1
<1
Air, air and truck
<0.1
<1
<0.1
<1
<0.1
<1
<0.1
<1
<0.1
<1
<0.1
<1
Truck and rail
<0.1
<1
<0.1
<1
<0.1
<1
<0.1
<1
<0.1
<1
<0.1
<1
Other intermodal1
<0.1
<1
<0.1
<1
<0.1
2
<0.1
<1
0.1
<1
1.1
2
Pipeline and unknown2
4.0
10
2.6
12
14.8
47
6.9
12
3.7
9
22.8
43
Source: FHWA Freight Analysis Framework
1 Other intermodal includes U.S. Postal Service and courier shipments and all intermodal combinations except air and truck.
2 Pipeline and unknown shipments are combined because data on region-to-region flows by pipeline are statistically uncertain.
Note: Numbers may not add to totals due to rounding.
The top commodities by weight that are shipped to and from Maine are shown in the following tables, along with the top trading partners.
TABLE 9: Top Commodities by Weight, 2002
Tons (millions) Within State
Tons (millions) From State
Tons (millions) To State
Total
40.9
Total
22.1
Total
31.5
Logs
11.9
Wood prods.
4.3
Coal, n.e.c.1
15.0
Coal, n.e.c.1
4.3
Newsprint/paper
3.9
Nonmetallic minerals
1.7
Other agr products
3.5
Coal, n.e.c.1
2.4
Gasoline
1.6
Gasoline
3.3
Other foodstuffs
1.5
Basic chemicals
1.3
Waste/scrap
3.0
Mixed freight
1.1
Newsprint/paper
1.1
1 Coal and petroleum products, not elsewhere classified

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TABLE 10: Top Trading Partners for Maine, 2002
Tons (millions)
Number
Percent
Total
53.6
100
Foreign
11.2
21
PA
13.2
25
NH
7.7
14
MA
5.8
11
Note: Numbers may not add to total due to rounding.
The KACTS region has several roadways that are part of the Heavy Haul Truck Network, which were designated as a result of the 2003 MaineDOT Commercial Vehicle Service Plan. The Network is depicted on Map 5 on the following page.

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Map 5
Map courtesy of MaineDOT

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The KACTS Committee has been involved in several aspects of the region’s freight network. KACTS assisted MaineDOT in locating options for an additional truck rest area in the southern part of York County. MaineDOT conducted a Commercial Vehicle Service Plan in 2003, which found that the biggest need for an overnight rest area locations was south of Portland along Interstate 95. The site in Kittery that was selected is owned by Irving Corporation and has become a good example of a public/private partnership – expanding the previous Howell’s Truck Stop and installing additional amenities for drivers.
MaineDOT has also invested in ITS technology in the KACTS area and more modern, efficient motor carrier enforcement with the completion of the Advanced Commercial Vehicle Screening System (ACVSS) at the Kittery I-95 truck weigh area. The project used federal funding to modernize and automate how the State Police handles truck size and weight enforcement. As the traffic proceeds up the ramp, a Weigh in Motion (WIM) strip is utilized to determine weight compliance. Also in the same location of the WIM, there is an Optical Character Reader, (OCR). This checks the USDOT number on the side of the truck for potential “flags” related to safety ratings, suspensions, or other items of interest. Compliant trucks will benefit by being released more quickly while State Police officials will be able to better focus their enforcement efforts.
With the completion of this project, focus will now turn towards identifying funding for I-95 York truck enforcement facility. Taken together, these upgrades will both ensure that the Maine’s road and bridge infrastructure is protected and that compliant carriers are able to move their products to and from market in a quicker manner
KACTS has also been involved in the policies and permit procedures that affect truck Overlimit Permitting in the southern York County region. A series of meetings was organized in 2006, which focused on how the permits are issued and which routes are recommended for transport. The meetings included:
 Municipal representatives
 Maine Turnpike Authority
 MaineDOT
 Bureau of Motor Vehicles (responsible for issuing permits)
 State Police – Commercial Vehicle Enforcement Division
 Manufactured Housing Association of Maine
The meetings increased communication between the agencies and the municipalities in the KACTS area regarding the permits, and also allowed the agencies to hear concerns from the municipalities and concerned citizens. KACTS produces a yearly summary of

________________________________________________________________
all the permits routed through the area, which are reviewed for trends and shared with
the KACTS communities.
In 2009, KACTS completed the FHWA Freight Profile for the MPO and also met with
FHWA staff to review the document. It is available by contacting KACTS.
AIR SERVICE
Logan Airport in Boston, the Portland International Jetport, and the Manchester-Boston
Regional Airport are the closest terminals with long distance and international
connections. Several bus and van services are available for residents of the area to reach
each of these airports.
On a smaller scale, Little Brook Airpark, located off of Beech Rd east of Route 236 in
Eliot, has a 2701 x 50 foot asphalt runway suitable for small planes. There are 11
hangers, and the airport is attended from 9:00 a.m. until 4:00 p.m. Major services
include tiedown, hanger, and fuel for aircrafts based at the airport.
Sanford Municipal Airport, primarily used for private aircraft, is open 24 hours and has
two runways; 6,000 x 150 asphalt and 5,000 x 150 asphalt. Both are lighted from sunset
to sunrise.
MARINE FACILITIES
The Port of Portsmouth, with the New Hampshire Port Authority Terminal, is the
closest marine cargo facility to the MPO. Major marine terminals are located along the
Piscataqua River between Maine and New Hampshire, and are mostly privately owned
facilities that handle specific cargo. The New Hampshire Port Authority is responsible
for development and
management of the State’s tidal
waters.
The Port Authority also operates
a 600 foot pier and cargo facility
and a 310 foot long barge pier
located between the I-95 and
Route 1 Bypass bridges in
Portsmouth. The facility has two
warehouse facilities with 50,000
square feet of enclosed storage
FIGURE 7: TONS OF MATERIAL LOADED BY
COMMODITY, 2002
0
5000
10000
15000
20000
25000
30000
35000
40000
Cable General
Cargo
Oil Scrap
Metal
Tallow
Source: NH Port Authority

________________________________________________________________
FIGURE 8: TONS OF MATERIAL DISCHARGED
BY COMMODITY, 2002
0
200000
400000
600000
800000
1000000
1200000
Asphalt
Cement
Diesel
Gypsum
LPG
Propane
Source: NH Port Authority
space, along with approximately 8
acres of open storage. There is rail
access to the facility, and several cranes
are available for loading and unloading
cargo.
The largest volume of cargo loaded at
the Port Authority terminal was fiber
optic cable in 2002. This is evident in
Figure 7, which shows the type and
amount of products loaded at both
public and private terminals in
Portsmouth harbor. Undersea fiber
optic cable is loaded at Simplex
Technologies, Inc. The Port Authority
discharges much more tonnage. Energy commodities such as oil, coal and gas compose
most of the share of cargo passing through the port (Figure 8).
Other than the Naval Shipyard in Kittery, marine facilities in the KACTS region are
small-scale. Marine infrastructure in the town of Eliot is located along the Piscataqua
River, bordering the State of New Hampshire. The river is marked with buoys and has
an average depth of 35 feet. The primary activity for Eliot facilities is recreational
boating and fishing. There are no facilities for working large ocean-going vessels.
Eliot Facilities:
 Number of public launching facilities: 1
 Number of privately owned wharves with public use: 2
 Number of marinas: 2
 Number of moorings: 200+
There are also several private landings used by the owners for recreational boats
or fishing craft. Six homeowners rent moorings to the public.
Access:
There is no railroad service in the Town of Eliot. State Route 103, Interstate 95,
and U.S. Route 1 are the major highway connections. Access is considered to be
adequate for the present level and type of marine activity in the area.

________________________________________________________________
Aside for the Naval Shipyard, Kittery has some smaller harbor facilities. They are located on the north side of the Piscataqua River basin and Portsmouth Harbor. A lighted whistle buoy, Whaleback Light, and the Portsmouth Harbor Light at New Castle mark the entrance to the harbor, and the channel is marked with buoys, lighted buoys, and day beacons. The primary activities on the Kittery side of the harbor, with the exception of the Naval Shipyard, are fishing and recreational boating. There are no docking facilities outside of the Naval Yard for working large ocean-going vessels.
Facilities:
 Number of publicly owned wharves: 2
 Number of publicly owned launching facilities: 2
 Number of privately owned wharves with public use: 5
 Number of privately owned launches with public use: 1
 Number of marinas: 3
 Number of moorings: 300 with berthing spaces 2,889 linear feet
Access:
Kittery has limited access to the Boston and Maine Railroad, which operates a spur serving the Shipyard. The major highway connections are Interstate 95, U.S. Route 1, State Routes 103 and 236. Rail and highway services are considered adequate for the level and type of port activity.

________________________________________________________________
B. Socio-Economic Trends
The inventory of transportation systems in the KACTS area provides an indication of the area’s strengths and weaknesses with regard to the Transportation Plan’s five major goals: public safety, universal mobility, system efficiency, economic prosperity, and an enhanced environment. Another essential part of the Transportation Plan is an inventory of current foreseeable trends that may place new demands on the existing transportation system.
POPULATION GROWTH TRENDS
All of the KACTS municipalities, with the exception of Kittery, have experienced a considerable amount of population growth over the past 30 years. However, the region's population growth in the 1990s slowed down from the more rapid growth that the region experienced in the 1970s and 1980s. Table 5 shows these growth trends. Berwick, Lebanon, and South Berwick experienced the most growth over the last 30 years, while the town of Kittery has seen only a slight increase over the past 20 years, and a decrease in population since 1970. Figure 9 on the following page graphically illustrates the growth trends for each town.
TABLE 11: POPULATION GROWTH IN KACTS TOWNS, 1970-2000
Source: 1970, 1980, 1990, 2000 Census
FIGURE 9: POPULATION OF KACTS TOWNS, 1970-2000
Town
1970
1980
1990
2000
Avg.
Annual
70-80
Avg.
Annual
80-90
Avg.
Annual
90-00
Avg.
Annual
70-00
Berwick
3136
4149
5995
6353
3.23%
4.45%
0.60%
3.42%
Eliot
3497
4948
5329
5954
4.15%
0.77%
1.17%
2.34%
Kittery
11028
9314
9372
9543
-1.55%
0.06%
0.18%
-0.45%
Lebanon
1983
3234
4263
5083
6.31%
3.18%
1.92%
5.21%
S. Berwick
3488
4046
5877
6671
1.60%
4.53%
1.35%
3.04%
TOTAL
23132
25691
30836
33604
1.11%
2.00%
0.90%
1.51%

________________________________________________________________
*
Source: 1970, 1980, 1990, 2000 U.S. Census & 1999 Kittery Comprehensive Plan
Another way to depict growth in the KACTS area is by looking at the shifting
percentage of population in the total area according to each town. As can be seen from
the graphs in Figure 10, Kittery’s share of the total KACTS population has decreased
substantially since 1970, from 47% to 28% in 2000. Each of the remaining towns has
experienced significant growth, and has gained in its share of the total.
0
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
11000
12000
1970 1980 1990 2000
Berwick
Eliot
Kittery
Lebanon
South Berwick
* Kittery’s 1999 Comprehensive Plan explains population decreased mostly as a result of reduced employment at the Shipyard.

________________________________________________________________
Berwick
14%
Eliot
15%
Kittery
47%
Lebanon
9%
South Berwick
15%
FIGURE 12: PERCENT OF TOTAL KACTS POPULATION BY TOWN, 1970 & 2000
1970 2000
Source: 1970, 2000 U.S. Census.
The most recent population projections produced by Maine State Planning Office
predict a total population increase in KACTS towns of about 11% from 2000 to 2015
(Table 6). That translates to a moderate annual population increase of about .7% for the
entire region. Lebanon is projected to have the greatest increase over this period by
adding 17% of its current population, while Kittery is expected to grow the least
amount by adding 6% of its current population.
TABLE 12: KACTS POPULATION PROJECTIONS TO 2020
Source: 1990, 2000 Census; & Projection made by the Maine State Planning Office (2008)
Towns 2000 2005 2010 2015 2020 Average
Annual 
2000-2020
Berwick 6,411 7,348 7,730 8,312 8,917 1.95%
Eliot 5,997 6,413 6,945 7,492 8,066 1.72%
Kittery 9,602 10,453 10,757 11,264 11,754 1.12%
Lebanon 5,117 5,561 6,129 6,713 7,337 2.17%
S. Berwick 6,731 7,304 7,976 8,693 9,453 2.02%
TOTAL 33,858 37,079 39,536 42,474 45,527 1.72%
Berwick
19%
Eliot
18%
Kittery
28%
Lebanon
15%
South Berwick
20%

________________________________________________________________
DISADVANTAGED POPULATIONS
The moderate growth occurring in the region has done very little to change the racial composition of the region. The 2000 Census estimates that the population that identifies itself as minority or “non-white” in the KACTS communities account for approximately two to three percent of the entire population. This is roughly a one percent increase from 1990. The Census reports that groups with African or Asian lineage are among the largest minority groups in the area. The Latino presence is very small in the region, with three of the twenty-three census blocks in the area holding one to four percent Latinos. According to the 2000 Census, there are very few linguistically isolated non- English speaking people in the KACTS region. This small group is evenly distributed among the KACTS towns, and most speak an Indo-European language other than Spanish.
Despite the low numbers of minorities in the area, there are some concentrations of minority groups in Kittery. Map 6 shows the percentage of minorities by census block in order to give a picture of the minority presence in the entire region. The population density for the individual census blocks in the KACTS towns range from approximately 500 to 2,600 people.
MAP 6

________________________________________________________________
With the exception of South Berwick, Table 7 shows that the population of residents living under the federal poverty line has increased substantially over the last ten years in the KACTS area. Map 7 shows that higher concentrations of poverty exist in northern Kittery, western Lebanon and western Berwick.
TABLE 13: POPULATION LIVING IN POVERTY, 1989 & 1999
Berwick
Eliot
Kittery
Lebanon
South Berwick
Total Living in Poverty in 1989
268
239
313
155
199
Total Living in Poverty in 1999
522
344
710
521
194
% Living in Poverty in1989
4.50%
4.52%
3.52%
3.65%
3.42%
% Living in Poverty in 1999
8.27%
5.80%
7.62%
10.42%
2.92%
Source: 1990, 2000 U.S. Census
MAP 7

________________________________________________________________
HOUSING TRENDS
While the Federal measure of poverty uses the cost of food consumption for different sized families as its preferred measure of affordability, housing is another important indication of an area’s relative affordability. The affordability index, sometimes used to show housing affordability, shows the relationship between available household income and housing cost. An affordability index of less than 1.0 is considered unaffordable for a median income family. According to the Maine State Housing Authority, the state had an affordability index of .89 and York County, 0.83. An affordability index of 0.89 means that a family earning only the median income can only afford to buy a home worth 89% of the median home value in the area. Of the five municipalities, four of them are considered less affordable than the state average, and three of them are less than the County average. The result is that many household budgets in the KACTS region are stretched thinner than their Maine counterparts.
The cost of housing has important ramifications on the transportation costs that impact KACTS household budgets, and points to the necessity of coordinating transportation and land use decisions to improve the area’s affordability. According to the U.S. Bureau of Labor Statistics Consumer Expenditure Survey, transportation costs are second only to housing costs, accounting for $.18 of every household dollar spent versus shelter expenses, which account for $.19 of every dollar spent by a household. Food, utilities, healthcare and education are much smaller expenditures accounting for $.14, $.07, and $.02 of every household dollar spent, respectively.
TABLE 14: HOUSING AFFORDABILITY INDEX FOR KACTS TOWNS
Affordable
Income
Median
Gaps
Affordability
Median
Price at
Needed
Home
Income
Price
Location
Index
Income
Med Inc
to Afford
Price
Gap
Gap
Berwick
0.80
$53,930
$169,416
$67,804
$213,000
$13,874
$43,584
Eliot
0.80
$69,574
$206,731
$86,660
$257,500
$17,086
$50,769
Kittery
0.61
$55,402
$170,183
$90,469
$277,900
$35,067
$107,717
Lebanon
0.77
$44,467
$141,360
$57,392
$182,450
$12,925
$41,090
South Berwick
0.89
$68,356
$213,536
$76,828
$240,000
$8,472
$26,464
York County
0.76
$53,366
$166,801
$69,906
$218,500
$16,540
$51,699
Maine
0.79
$46,321
$139,684
$58,951
$178,000
$12,630
$38,316
Source: Maine State Housing Authority, 2008

________________________________________________________________
Of the 5 towns that participate with KACTS, three of the five currently have growth caps, which are a growth tool allowed in the state to regulate housing growth. The three towns include Berwick (70), Eliot (48) and Lebanon (57). While these growth caps are useful tools for moderating growth, their restriction on housing supply can affect housing affordability, and therefore household budgets.
The growth caps instituted in the towns are partially responses to the unprecedented growth in housing that has occurred in the region. Figure 11 below shows the number of new housing units in each community between 1980 and 2000 in ten-year intervals. The most housing growth during this twenty-year period occurred in South Berwick (1005) and Berwick (887), which experienced an annual growth rate of 4% and 3.7% respectively. These two towns are followed by Kittery (824), Lebanon (639), and Eliot (583). However, most of the growth in the Berwicks occurred during the 1980s. From 1990 to 2000, housing unit growth was stronger in Kittery, Eliot and Lebanon. In the 1990s, those three towns increased their housing stock by 448, 399 and 340 units respectively, while South Berwick and Berwick grew by 226 and 192 units.
FIGURE 11: NUMBER OF HOUSING UNITS IN KACTS AREA, 1980-2000
Source: 1980, 1990, 2000 U.S. Census
0500100015002000250030003500400045005000Berwick Eliot Kittery Lebanon South Berwick 198019902000

________________________________________________________________
Building permit information is also a useful indicator for documenting growth. Figure 12 below shows building permits are steadily increasing in the KACTS region, with some anomaly years occurring during the period from 1990 to 2002. Notice the large number of housing permits issues in 2001 by the Town of Berwick. Berwick has since adopted a growth cap.
FIGURE 12: BUILDING PERMITS ISSUED IN KACTS TOWNS, 1990-2006
Source: SMRPC
TRANSPORTATION AND COMMUTING TRENDS
As the KACTS region experiences moderate growth, new demands on the transportation infrastructure are transforming the way people commute to work. In Table 9 and Figure 12, the table and graph display snapshot pictures of how the region’s means of transportation changed from 1990 to 2000. The number of car travel and single occupancy automobile drivers steadily grew in the ten-year period. Public transportation ridership grew slightly in the last ten years. However, other alternative forms of transportation such as carpooling, bicycling and walking became less popular in 2000. The figures for individual KACTS towns are given in Table 9, because some towns experienced anomaly commuting trends. For example, Kittery’s “work at home” population decreased by 67%, while the rest of the region experienced a 63% increase in “work at home” residents.
01020304050607080901001101201309091929394959697989900010203040506BerwickEliotKitteryLebanonSouth Berwick

________________________________________________________________
Transportation Mode 1990 2000 1990 2000 1990 2000 1990 2000 1990 2000 1990 2000
Car, truck, or van 2760 3186 2540 2782 3678 4407 1961 2274 2852 3231 13791 15880
Drove alone 2249 2797 2137 2449 3174 3869 1594 1907 2484 3081 11638 14103
Carpooled 511 389 403 333 301 538 367 367 368 150 1950 1777
Public transportation 35 52 0 22 57 25 21 24 21 43 134 166
Bicycle 0 0 5 19 74 23 0 0 9 0 88 42
Walked 57 9 59 17 394 235 8 14 53 99 571 374
Other means 20 0 12 16 46 26 6 0 0 16 84 58
Worked at home 33 162 73 178 610 202 58 153 60 110 834 805
Berwick Eliot Kittery Lebanon S. Berwick TOTALS
TABLE 15: MEANS OF TRANSPORTATION TO WORK, 1990 & 2000
Source: 1990, 2000 U.S. Census Summary File 3A
FIGURE 13: MEANS OF TRANSPORTATION TO WORK, 1990 & 2000
11638
1950
834 571
134 88
14103
1777
805
374 166 42
0
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
11000
12000
13000
14000
15000
16000
Drove alone Carpooled Worked at
home
Walked Public
transportation
Bicycle
1990
2000

________________________________________________________________
Although people in the KACTS area have done less carpooling over the last ten years, it
remains the second most popular means of transportation to work. A breakdown of
2000 carpooling rates is given below in Figure 14. Two person carpools dwarf larger
carpools in the KACTS area.
FIGURE 14: CARPOOLING IN THE KACTS AREA, 2000
Carpooling v. Driving Alone Carpooling Occupancy
Source: 2000 U.S. Census Summary Tape File 3A
Another way of understanding the local population’s orientation towards carpooling is
looking at the number of automobiles owned by individual households. Many two-person
carpool figures probably consist of households sharing a car to commute to
work, because of the greater convenience that households have in making carpooling
arrangements.
On the other hand, households with more than one wage earner have greater
probability of earning sufficient income to own more than one vehicle. The greatest
source of increased demand on transportation services is the influx of new residents
into the area, especially families of working age who have sufficient income to own
vehicles. The number of vehicles available per household in the KACTS area can be
seen in Figure 15 on the following page. As the figure illustrates, over the long run, two
car households have become more common than one car households. This trend is
partly an indication of the household’s real or perceived inconvenience of using
alternative transportation to commute to work, including carpooling.
Figure 15 also shows that the percent of households with 2 or more vehicles counted by
the 2000 Census count has stabilized since the 1990 Census count, remaining around
2 persons
84%
3 persons
10%
4 persons
3%
> 5 persons
3%
Carpool
11%
Drive Alone
89%

________________________________________________________________
65%. In addition, the percent of households with one car and the percent of households without a car changed very little from 1990 to 2000.
FIGURE 15: PERCENT OF TOTAL HOUSING UNITS IN KACTS TOWNS
BY VEHICLES AVAILABLE, 1960-2000
Source: Maine Detailed Housing Characteristics; U.S. Census: 1960 - 1990.
Population growth and increased commuter automobile use on Maine’s roads has affected commuter travel time in the KACTS region over the last ten years. As Figure 16 illustrates, a greater number of commuters are taking twenty minutes or more to travel to work, with significant increases in commuter trips taking thirty minutes or more.
11.610.86.53.771.163.937.329.631.217.325.350.266.764.04.80.010.020.030.040.050.060.070.080.019601970198019902000No Vehicle Available1 Vehicle Available2 or More Vehicles Available

________________________________________________________________
FIGURE 16: TRAVEL TIME TO WORK IN KACTS AREA
(ONE WAY), 1990 & 2000
TRAFFIC PATTERNS
In the KACTS area, travel patterns during the week often differ from those on the weekend. The most congested hours on weekdays usually occur during the early morning and late afternoon, following typical workday hours. Weekend travel volumes are spread more evenly throughout the day, with heavy volumes often occurring on Friday nights and Sunday afternoons.
Traffic growth in the KACTS area used to be monitored by the Department of Transportation through a Traffic Surveillance Program. Traffic counts were collected at twenty locations every two years and analyzed specifically for the KACTS region. Around 1995, the surveillance program was abandoned. KACTS traffic volume numbers are now available from the Department of Transportation’s Traffic Volume Annual Reports, which cover traffic volume data for the entire state. Copies of your region’s traffic volume numbers can be obtained by contacting SMRPC.
1465117016331678943234026302735236845586810311050196510042418260927052424050010001500200025003000> 9060 to 89 45 to 59 35 to 44 30 to 34 25 to 29 20 to 24 15 to 19 10 to 14 Less than 10 Minutes # of Commuters20001990

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