Alternatives Packaging Alternatives were packaged into four general categories, which are presented in detail in this chapter:

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1 4 Alternatives The analysis of existing and future transportation conditions in the study area identified areas of the transportation network that require improvements, either infrastructure or system management improvements. A range of transportation improvements were identified through TSC vetting and extensive public outreach throughout the study. This chapter presents a summary of the alternatives that have been identified as having the greatest potential to address the transportation system issues, deficiencies, and opportunities. Included is a screening and evaluation assessment for each recommendation. Key points from this chapter include: Evaluation Criteria Ranking the evaluation criteria (as described in Chapter 1) in order of importance was accomplished through input from the TSC, public meeting discussion, and surveys. The final weighing of the criteria, indexed to 100-percent, places the greatest emphasis on mobility and safety considerations. Mobility Benefits 26 percent; Cost Effectiveness 14 percent; Economic Development Impact 14 percent; Environmental Impacts 12 percent; Degree of Local Support and State Goals and Plans 10 percent; and Safety, Security, and Technology 24 percent. Alternatives Packaging Alternatives were packaged into four general categories, which are presented in detail in this chapter: Transit Improvements; Pedestrian/Bicycle Improvements; Roadway Improvements; and Policy Recommendations. AITS_Consolidated_Report\AITS Report_0511.doc 4-1 Alternatives

2 4.1 Overview The process of identifying and evaluating potential transportation system enhancements included in-depth public and TSC vetting. The identification of candidate options for each mode was accomplished over several TSC meetings and three Public Information Meetings. The method of evaluating and screening these options involved applying weights to the evaluation criteria that were established at the outset of the study and refined during TSC and Public Information Meetings. Doing so ensured that the candidate options for each transportation mode met the identified goals and objectives. The weighted evaluation criteria were used as a decision support mechanism used by the TSC to rate each Evaluation Criteria Survey proposed alternative to help guide phasing and prioritization recommendations. For example, recommendations that yielded the highest ratings were elevated in terms of priority for further consideration. To apply weights to the criteria, feedback was sought during TSC and public meeting discussions and through an survey which yielded 260 responses. The survey was sent to the TSC members and persons attending the AITS public meetings who signed up for the study list or to persons who visited the study website and requested that they be added to the distribution. The resulting evaluation criteria weighing is shown on Figure 4-1, which is followed below by a brief description of each of the criteria. The mobility and safety categories received the highest weights overall. Mobility Benefits - 26 percent. The project reduces delays and back-ups at intersections, improves transportation system reliability, reduces travel times and vehicle-miles traveled, improves modal accessibility by improved access for transit and pedestrian and bicycle transportation. Cost-Effectiveness - 14 percent. Considering the cost/benefit of the project and the ability to phase the project over time. Economic Development Impact - 14 percent. The project strengthens the Island's economy by attracting visitors; enabling residential development; or encouraging appropriate types of businesses which in turn creates jobs and an expanded tax base; Environmental Impacts - 12 percent. Considering preservation of the Island's natural landscape (wetlands, floodplains, habitat, open spaces, historic areas), sustainability (vehicle emissions reductions), and the human environment (neighborhoods, schools, community facilities) which influence the overall quality of life on the Island. AITS_Consolidated_Report\AITS Report_0511.doc 4-2 Alternatives

3 Degree of Local Support and State Goals and Plans - 10 percent. The project alternative is aligned with regional goals and municipal plans, goals, and visions so that the public agencies will "champion" the project for implementation. Safety, Security, and Technology - 24 percent. Safer conditions for drivers, bicyclists, pedestrians, and transit riders; use of technology for incident or event management. Figure 4-1 Evaluation Criteria Weighting 4.2 Candidate Alternatives Initial Screening This section describes the alternatives that were identified as having the potential to address the transportation system issues and deficiencies and meet the goals and objectives of this study. This preliminary screening evaluation is the equivalent of a fatal flaw assessment that helped to discard recommendations that are either outside the scope of this study, do not address the goals or objectives, or deemed to be not realistic or feasible. Section 4.3 will present an evaluation and packaging of the screened alternatives from this section Previous Recommendations Considered There have been many studies and recommendations for transportation-related improvements on the Island over the years. The locations of many of these are shown on Figure 4-2, and include: Relocation of Corys Lane Intersection (2007) Bus pull-out along West Main Rd, south of Corys Lane (West Side Transportation Guide Plan 2000) AITS_Consolidated_Report\AITS Report_0511.doc 4-3 Alternatives

4 Halsey Street Extension (North End Master Plan 2006) Admiral Kalbfus/Malbone Roundabout (North End Master Plan 2006) Intermodal Transportation Center (North End Master Plan 2006) Farewell/Van Zandt Left-turn lane (Newport Comprehensive Plan 2004) Extend Long Wharf and provide road-diet with roundabouts on America s Cup Avenue (Urban Design for Central Newport 2004) Perrotti Park and Ann St Pier Improvements (Newport Harbor Marine Passenger Services Development Project 2007) America s Cup/Memorial Intersection (Newport Comprehensive Plan 2004) Memorial/Spring Left-turn lane (Newport Comprehensive Plan 2004) Newport Trolley Concept Study (ongoing) Figure 4-2 Locations of Recommendations from Other Studies Realign Purgatory Road at Aquidneck Avenue (Atlantic Beach District Master Plan 2007) Upgrade Aquidneck Avenue Sidewalks and Realign Crescent Road at Aquidneck Avenue (Atlantic Beach District Master Plan 2007) Valley/Aquidneck Roundabout (Atlantic Beach District Master Plan 2007) Aquidneck Corporate Park Access to Polo Center (Corporate Build-Out Analysis 2005) Enterprise Center Access to RK Plaza (Corporate Build-Out Analysis 2005) These studies were reviewed prior to the development of new alternatives for the AITS, and many of these options were revisited, refined, and incorporated into the study recommendations. AITS_Consolidated_Report\AITS Report_0511.doc 4-4 Alternatives

5 4.2.2 Screening of Candidate Recommendations Since the beginning of the AITS, many suggestions were made regarding potential transportation system enhancements. These suggestions were made through one of the many outreach mechanisms for the study, including: public meetings; online surveys; postcard surveys; online comment forms; TSC meetings; and stakeholder outreach meetings. The candidate improvements were organized into one of the following categories: Transit options; Pedestrian/Bicycle options; Roadway Improvements; and Policy Recommendations. The specific recommendations considered in each category, including those that were not carried forward for further consideration based on preliminary reviews, are highlighted in the following sections. Public outreach on alternatives Transit Options The following transit-related suggestions were carried forward for further consideration in this study: Extend bus service frequency (especially Route 60), improve transit service advertising and promotion, expand Flex Service coverage area and allow for same day scheduling; Newport Trolley Concept (Source: Newport County Chamber of Commerce/Pare Corporation) Improved bus stop accommodations; provide sidewalks at key bus stops; install more legible/larger bus stop signs; provide shelters at stops; provide more bicycle rack storage on buses, provide real-time bus arrival information to passengers (either at the stop or by cell phone application); Institute transit pass sales and discounts through Island employers; implement an Island-wide TDM program for major employers; Transit System Enhancements AITS_Consolidated_Report\AITS Report_0511.doc 4-5 Alternatives

6 Improve bus parking opportunities at Newport beaches; institute better regulation and control of the motorcoach industry on the Island (licensing and permits); Implement transit signal priority along West Main Road and East Main Road to improve reliability and reduce travel times; Implement bus-trolley jitney service from Newport s Gateway Center to Easton s Beach and Atlantic Beach 2 ; Improve regional transit service to TF Green Airport and consider express RIPTA service-newport to Kingston Amtrak; enhance bus service to the West Bay, including Jamestown; Expand Island-wide multimodal centers; make the Gateway Center a true Intermodal Center; establish BRT systems require a wide right-of-way bicycle/scooter/shared-car rental operations at the Gateway Center linked with bus transportation from Gateway Center to satellite lots; Construct more Park and Ride facilities at intercept locations; increase marketing of park and ride facilities off-island Enhanced water ferry service; Preserve the existing Newport Secondary Rail Corridor; support active use of the corridor; and Form a Strategic Transit Planning Committee for the Island. The transit-related options that were not carried forward for further consideration in this study are summarized in Table Adopted from the ongoing Newport Trolley Study by Pare Corporation for the Newport Chamber of Commerce. AITS_Consolidated_Report\AITS Report_0511.doc 4-6 Alternatives

7 Table 4-1 Transit Options Eliminated from Further Consideration Option Eliminate the weight restriction on the Sakonnet River Bridge so RIPTA buses can cross Institute Street Car/People Mover System/Light Rail service in Newport Ensure bikes are allowed across the Sakonnet River Bridge Allocate a portion of gas tax to transit funding Institute commuter rail to Newport/Boston. Will need to reestablish connection over Sakonnet River Implement free/discounted bus service linked to schools Consider Bus Rapid Transit (BRT) System along Burma Road or West Main Road Reason for Elimination The weight restriction is already being addressed by the bridge reconstruction project Insufficient ridership to sustain the service and justify the expense; right-of-way is lacking for a service that runs in a dedicated lane; the Newport Jitney concept appears to be a more feasible option Bike accommodations are already being addressed by the bridge reconstruction project; the replacement project will add shared use path on the north side of the bridge Transit funding reform involves statewide and federal-level policy decisions that are beyond the scope of the AITS study; these policy reforms will be reviewed through an Island-wide Strategic Transportation Committee Potential future consideration that would require a feasibility assessment with ridership projections and detailed environmental review Implementation would be challenging and costly for RIPTA Insufficient ridership to sustain the service and justify the expense; inadequate contiguous right-of-way along East or West Main Roads; transit signal priority is a more appropriate solution Pedestrian/Bicycle Options The following pedestrian/bicycle suggestions were carried forward for further consideration in this study: Implement consistent Island-wide crosswalks and signs; use an approved standard; Install crosswalks with countdown timers at heavily crossed areas; Identify locations for upgrades to pedestrian accommodations (sidewalks/crosswalks); conduct Road Safety Assessments (RSAs); provide sidewalks where possible or warranted, especially at pedestrian activity nodes and bus stop locations; install median islands for pedestrian refuge where warranted and feasible; Need for sidewalks on the Island Recreational trail along a rail corridor AITS_Consolidated_Report\AITS Report_0511.doc 4-7 Alternatives

8 Consider combined rail with trail options for the Newport Secondary Rail corridor or shared use path along Burma Road (Shoreline Bikeway); Improve bike accommodations on East Main Road (bike lanes or shared use path); seek options that would allow for narrowing the roadway to two lanes with wider shoulders for bikes (e.g., 4-lanes on Burma Road or Route 24 improvements to divert traffic off East Main Road); Identify north-south bike routes that bypass East/West Main Road that are appropriate to accommodate safe bike and pedestrian travel; Update bicycle signage to MUTCD standard and indicate begin and end points; increase marketing; Establish an Island-wide Bike Committee; Develop Island-Wide Bike Plan to connect the missing links between suitable roads for bicycles; The pedestrian/bicycle options that were not carried forward for further consideration in this study are summarized in Table 4-2. Table 4-2 Option Pedestrian/Bicycle Options Eliminated from Further Consideration Reason for Elimination Provide bike lanes along West Main Road by widening the road or reducing the number of travel lanes Provide a contiguous shared-use path along West Main Road Widen the existing shoulders on Burma Road for bicycles Traffic volumes are too high to reduce the travel lanes; travel lanes are already narrow width; insufficient right-ofway with residential/business impacts associated with widening Not feasible for entire route on the Island due to right-ofway and number of curb cuts; consider a segment of West Main Road Wider bike lanes not as effective as better connections; not much benefit for the cost unless there is a safety issue AITS_Consolidated_Report\AITS Report_0511.doc 4-8 Alternatives

9 Roadway Improvements The following roadway improvements were carried forward for further consideration in this study: Improve access to and from the Pell Bridge; eliminate the elevated highway over Admiral Kalbfus Road with associated intersection improvements and roadway realignments; improve the access between the North End and downtown Newport; address the limited storage and resulting queues associated with the Pell Bridge off-ramp to downtown Newport; Coordinate traffic signals on West Main Road, East Main Road, and America s Cup Avenue; implement a maintenance program for each traffic signal system; Traffic Signal Optimization Implement a road diet on Memorial Boulevard; Improved Pell Bridge signage to inform through traffic vs. local traffic; improved I-95 and Route 138 Signage; improve wayfinding Island-wide; West Main Road Traffic Signals Seek improvements to Burma Road so that it serves as a north-south roadway to relieve West Main Road/East Main Road; and Implement intersection improvements at various study area intersections including: Valley Road/ Aquidneck Avenue; Aquidneck Avenue/Purgatory Road; Mt Hope Bridge/Boyds Lane/Bristol Ferry Road; East Main Road / Seveney Sports Complex (Linden Lane); West Main Road / Oliphant Lane; West Main Road / Forest Avenue; West Main Road / Union Street and Raytheon Drive; West Main Road / Corys Lane / Hedley Street; West Main Road / East Main Road / Coddington Highway (Two Mile Corner); and Additional locations to be determined through Road Safety Assessments (RSAs). AITS_Consolidated_Report\AITS Report_0511.doc 4-9 Alternatives

10 The roadway improvements that were not carried forward for further consideration in this study are summarized in Table 4-3. Table 4-3 Option Roadway Improvement Options Eliminated from Further Consideration Reason for Elimination Divert heavy trucks to Burma Road to improve intersection safety on West and East Main Road Implement a stormwater management program to address drainage problems related to stormwater management and siltation/clogged catch basins Improvements to East Main Road at Church Lane Portsmouth Town Center Roundabouts Consider red-light running cameras Review feasibility and impacts associated with extending limited access freeway from Route 24 to Pell Bridge Implement weight limits on certain streets, prohibit trucks on certain streets East Main Road/Immokolee Drive access management improvements Study should not restrict truck patterns on public streets; trucks will take the most convenient route; trucks need access to West and East Main Road; there are limited truck-destinations on Burma Road; degraded scenic nature of Burma Road Stormwater management program is outside of the study scope; any roadway enhancements would consider stormwater management improvements Intersection should continue to be monitored; a Road Diet has recently been implemented on East Main Road adjacent to Church Lane Being studied as part of the Portsmouth Town Center Project, so the concept, which appears feasible, will not be analyzed under this project; if the concept is advanced by the Town, it will be added to the Transportation Improvement Plan for Aquidneck Island. Red light running did not appear to be a problem based on stakeholder interviews, and a detailed crash review was outside of the scope of this study; could be considered as part of Road Safety Assessments Significant environmental impacts and costs; significant impacts to residential areas and businesses; deemed to be infeasible Study should not restrict truck patterns on public streets; weight restriction recommendations too specific for this study Being studied as part of the Portsmouth Town Center Project AITS_Consolidated_Report\AITS Report_0511.doc 4-10 Alternatives

11 Policy Recommendations The following policy recommendations were carried forward for further consideration in this study: Support transit-oriented development with housing, retail, and jobs collocated with each other near transit; Consider a Newport city-wide parking strategic plan with enhanced signing including: Replacing antiquated coin-only parking meters with newer "smart" meters that track parking duration, take multiple forms of payment and promote appropriate turnover of parking; Extending the duration of the parking meters in Newport to 11:00 PM; Allowing tandem parking with valet or valet assisted parking; Establishing centralized downtown valet services in Newport to make better use of underutilized more remote parking and eliminate cruising for parking spaces. Solar-Powered Smart Parking Meter Source: Promote the concept of car sharing and bike sharing services in Newport; Establish TDM program requirements in zoning for new, large projects; develop a TDM program element as part of the Navy surplus land reuse; include bicycle parking/sidewalks with new developments; Better accommodations for tour buses (ticketing, parking and pull off areas); develop a motorcoach parking plan; Revise driveway design standards and policies for widths and turning radii to prevent issues with narrow side streets; Bicycle parking at transit stops Incorporate Access Management Principles into Site Plan Review Island-wide; develop an Island-wide street hierarchy system for Access Management; Expand Complete Streets Program, identify candidate locations; Reduce greenhouse gas emissions on the Island; consider an Island-wide idling limit ordinance; use alternative fuels for transit vehicles; consider "green" self AITS_Consolidated_Report\AITS Report_0511.doc 4-11 Alternatives

12 propelled rail service along the Newport Secondary corridor; identify sites for future electric vehicle charging stations; Establish an Island-wide committee to progress the implementation of the AITS recommendations/action Plan; and Better manage large Island events; improved construction notification. The policy recommendations that were not carried forward for further consideration in this study are summarized in Table 4-4. Table 4-4 Policy Recommendations Eliminated from Further Consideration Option Consider multiple regional planning organizations (MPOs) throughout the State of RI Seek tax credits for single automobile families Establish a future goal or target a date for limiting fossil fuel on Aquidneck Island Consider tolling scenarios for the Island Bridges; study feasibility of Open Road Tolling or variable tolling on Island bridges Expand capacity for cruise ship docking in Portsmouth if Tank Farms 1 and 2 are redeveloped as large destination attractions for tourists Reason for Elimination Organizational issue that is outside the scope of this study Policy issue that is outside the scope of this study; may raise equity and environmental justice issues Long term policy/regulatory issue Tolling options for the Island s bridges are being reviewed by others; tolling and the price of gas would have a significant effect on travel demands that is difficult to predict; difficult to develop a future transportation plan on these external factors Outside the scope of this study; could be considered by Aquidneck Island Reuse Planning Authority 4.3 Evaluation of Recommended Alternatives Section 4.2 presented a preliminary fatal flaw screening of the recommendations and ideas that were identified as having the potential to address the transportation system issues and deficiencies on the Island. This chapter presents more detailed assessments and evaluations of each option carried forward Recommended Packaging and Rating Method The options carried forward from the initial fatal-flaw screening were further refined by the TSC. The surviving options were packaged for detailed evaluation. This critical step helped consolidate the number of individual alternatives and many of the ideas that were related to each other either spatially or operationally. Table 4-5 summarizes the packaged improvement options broken down by the same four categories as Section 4.2. A detailed discussion of candidate alternatives is provided in the following sections. AITS_Consolidated_Report\AITS Report_0511.doc 4-12 Alternatives

13 Table 4-5 Recommended Improvement Packages Transit Improvements ( T ) Pedestrian/Bicycle Improvements ( B ) T1. Provide Additional Bus Service B1 Connect Missing Links Between Suitable Roads for Bicycles T2 Enhance the Transit Experience B2 Provide Island-wide Destination Signing for Bicycles T3 T4 Strengthen and Expand Islandwide Multimodal Centers Create Park & Ride Opportunities B3 Shoreline Bikeway (Burma Rd) Shared Use Path B4a. East Main Rd, Road Diet with 2-Lane Burma Rd T5 Implement Rapid Bus Service B4b. East Main Rd, Road Diet with 4-Lane Burma Rd T6 T7 Establish Newport Jitney Service Encourage Island Employers to Implement Transit Programs for Employees B4c. East Main Rd, Road Diet with 4-Lane Burma Rd and Limited Access to Route 24 B4d. East Main Rd Shared Use Path R1 Roadway Improvements ( R ) Pell Bridge Access Improvements R2a Burma Rd 2 Lanes, N & S Extensions Realign Stringham R2b Burma Rd 4 Lanes, N & S Extensions Realign Stringham R2c. Burma Rd 2 Lanes, N & S Extensions Tank Farm Alignment R2d Burma Rd 4 Lanes, N & S Extensions Tank Farm Alignment R2e Burma Rd 4 Lanes, N & S Extensions Ltd. Access to Rte 24 R3a Two Mile Corner, Geometric Improvements P1 P2 P3 P4 P5 P6 P7 Policy Recommendations ( P ) Promote safety as t top priority within all infrastructure projects and target educational activities to improve safety for all transportation modes Continue to develop land use policies/ zoning that supports transit-oriented development Ensure that the Island community Comprehensive Plans and zoning reflects goals, objectives, and policies that support access management Develop Newport city-wide strategic parking plan Establish TDM program requirements in zoning for new, large projects. Develop a bicycle parking/sidewalk zoning ordinance that includes bicycle parking and sidewalk requirements in site plan review Establish better communication and coordination between state and local agencies during development site plan reviews T8 Enhance Ferry Service B5. West Main Rd Shared Use Path R3b Two Mile Corner, Roundabouts P8 Develop a motorcoach parking plan that regulates where these tourist buses can drop-off, pickup, park, and stage when idle T9 Maintain Active Newport Secondary Rail Corridor T10. Encourage Transit Oriented Development B6. General Upgrades of Pedestrian Accommodations R3c. Two Mile Corner, Realignment P9 Promote a Complete Streets approach to design and renovation of infrastructure R4 Corys Lane/Hedley Street Realignment P10. Promote livable and sustainable communities R5 West Main Rd Left-Turn Lanes P11. Promote alternative transportation modes and the concept of parking once for those that drive to Newport R6 Localized Intersection Safety/ Capacity Improvements P12. Establish an Island-wide strategic transportation committee that would oversee the implementation of the AITS recommendations. R7 Traffic Signal Optimization P13. Develop bicycle plans for each Island Municipality to increase the number of suitable roads for bicycles. AITS_Consolidated_Report\AITS Report_0511.doc 4-13 Alternatives

14 A Consumer Reports approach was used to rate and compare how each alternative performed against the weighted evaluation criteria using a combination of quantitative and qualitative assessments. Each of the alternatives under the transit, pedestrian/bicycle, and roadway improvement packages was evaluated using the scoring symbols shown in Table 4-6, and a weighted index factoring all criteria to a maximum value of 100 was calculated. Table 4-6 Evaluation Matrix Legend Negligible Some Moderate Substantial Benefits Impacts The following sections discuss each of the alternatives under the transit, pedestrian/bicycle, and roadway improvement packages in detail, including preliminary order-of-magnitude cost estimates based on RIDOT Weighted Average Unit Prices (WAUP), recent costs from other projects, and previously published reports. The preliminary construction cost estimates do not include any required right-of-way acquisitions, hazardous materials mitigation, or utility relocation. The construction cost estimates also do not include design, contracting, and construction services costs, which could add an additional 30% to the construction costs listed. A summary evaluation criteria matrix for each improvement package is also presented. A detailed matrix including all of the evaluation criteria is included in the Appendix Transit Improvements The Transit Improvements alternatives focus on making transit options more attractive, available, and efficient with an overarching goal of increasing transit utilization and reducing reliance on the automobile. The following recommendations are included under the Transit Improvements package: T1. Provide Additional Bus Service Extend on-island bus service window on Route 60 (West Main and East Main Roads); Provide more off-island limited stops or express service between Newport and TF Green airport/kingston Amtrak Station; and Expand Flex Service areas and allow for same day scheduling. Preliminary Order-of-Magnitude Annual Operating Cost: $3,500,000 Enhance the transit experience AITS_Consolidated_Report\AITS Report_0511.doc 4-14 Alternatives

15 T2. Enhance the Transit Experience Provide real-time bus information to mobile phones and at key bus stop locations; Provide branded bus shelters that fit with the communities at major stops (RIPTA noted the branding initiative is underway); Improve bus stop operations consider bus pullouts and sidewalk/crosswalk upgrades; and Expand marketing of bus service. Preliminary Order-of-Magnitude Construction Cost: $1,700,000 (not including marketing) T3. Strengthen and Expand Island-Wide Multimodal Centers Upgrade Newport Gateway Center and create new multimodal hubs at Pell Bridge ramps and Melville (Figure 4-3); Create bicycle/ pedestrian/ taxi/car sharing connections; Expand accessibility of transit passes at multimodal hubs; Integrate motor coach and intercity bus parking where appropriate; and Include complimentary non-transportation uses when appropriate which could help generate revenue and transit use. Preliminary Order-of-Magnitude Construction Cost: $6,000,000 (not including right-of-way) Figure 4-3 Potential Melville Multimodal Center Location AITS_Consolidated_Report\AITS Report_0511.doc 4-15 Alternatives

16 T4. Create Park & Ride Opportunities Provide more Park & Ride facilities on the Island (Figure 4-4) where possible based on existing land availability to help more people commute by bus; and Improve marketing of the Park & Ride program. Preliminary Order-of-Magnitude Construction Cost: $600,000 (assumes two new lots, but does not include maintenance of lots, plowing, etc.) Figure 4-4 Potential Park & Ride Locations AITS_Consolidated_Report\AITS Report_0511.doc 4-16 Alternatives

17 T5. Implement Rapid Bus Service Enhance the attractiveness of the service through new branded buses/stops and providing more frequent service; Implement transit signal priority on Route 60 along West Main Road and East Main Road, with queue jump lanes where possible; and Reduce travel times by consolidating or eliminating closely spaced stops. Preliminary Order-of-Magnitude Construction Cost: $1,000,000 (not including buses, which are being procured by RIPTA separately) T6. Establish Newport Jitney Service Endorse the Newport Chamber of Commerce s concept for a Newport Jitney bus-trolley service from the Gateway Center to the beaches and Middletown hotels; Extend the jitney service limits to the Pell Bridge ramp development area (future phased extension); and Align the jitney schedule and stops with existing RIPTA service. Preliminary Order-of-Magnitude Construction Cost: To be Determined (study is underway by others) Proposed Newport Jitney (Simulation Image Source: Newport Chamber of Commerce/Pare Corporation) T7. Encourage Island Employers to Institute Transit Programs for Employees Improve access to major employers (Navy, NUWC, and Raytheon); Implement employer-based RIPTA pass program (EcoPass) and transportation demand management (TDM) measures (such as alternative work schedules, telecommuting, incentives for biking or carpooling); Consider establishment of a Transportation Management Association (TMA), especially for large employers such as the Navy and Raytheon; and Implement transit-friendly strategies such as guaranteed ride home services, transit pass subsidies, on-site transit pass sales/eco-pass sales, parking cash-out programs, and other employer driven benefits for regular transit users. Preliminary Order-of-Magnitude Construction Cost: To Be Determined (policy related costs are negligible, while there will likely be costs associated with physical access improvements at some employers) AITS_Consolidated_Report\AITS Report_0511.doc 4-17 Alternatives

18 T8. Enhance Ferry Service Reestablish RIPTA s Providence to Newport service as a seasonal service, primarily marketed to tourists. If RIPTA runs the service, give them the authority to set ferry schedules and implement tailored service for special events. Schedules were previously set by the Public Utilities Commission (PUC); Continue service to the West Bay/Jamestown; Increase service/stops to the ongoing Harbor Shuttle service; Incorporate ferry service with special event planning; Improve marketing of ferry service regionally; and Enhance ferry service Consider intra-island ferry service between Melville and Newport. Preliminary Order-of-Magnitude Annual Operating Cost: To be determined depending on the funding source (operating cost for 2009 service was $700,000 funded through a subsidy from federal funds for air quality projects). T9. Maintain Active Newport Secondary Rail Corridor Preserve the rail corridor as a contiguous right-of-way; Work with adjacent developers to eliminate existing or future encroachments (i.e. roadways, drainage, structure, etc.) as part of the local development approval process. Promote continued track maintenance/grade-crossing improvements to retain Class 1 rating; and Increase potential use of appropriate/feasible seasonal/year-round passenger rail uses of corridor. Preliminary Order-of-Magnitude Construction Cost: To Be Determined AITS_Consolidated_Report\AITS Report_0511.doc 4-18 Alternatives

19 T10. Encourage Transit-Oriented Development Encourage development (location and type) that promotes transit use; and Focus on redevelopment efforts at the Pell Bridge ramps (see roadway improvements package), at Tank Farms 1 and 2, and at the Two Mile Corner (under study by the Town of Middletown as the Coddington Growth Center). Preliminary Order-of-Magnitude Construction Cost: To be determined Each of the potential transit improvement alternatives was evaluated and scored according to the weighted evaluation criteria previously described. The results of this process are presented in Table 4-7. The top performing transit options included: T10. Encourage Transit Oriented Development; T1. Provide Additional Bus Service; T6. Establish Newport Jitney Service; and Figure 4-5 Conceptual Rendering of Coddington Growth Center Potential T5. Implement Rapid Bus Service. AITS_Consolidated_Report\AITS Report_0511.doc 4-19 Alternatives

20 Table 4-7 Transportation Improvement Alternatives Preliminary Evaluation Summary T Transit Improvements Mobility Benefits Cost Effectiveness Economic Development Impact Environmental Impacts Degree of Local Support and State Goals and Plans Safety, Security, and Technology Weighted Index (Max=100) TRANSIT IMPROVEMENTS T1 Provide Additional Bus Service T2 Enhance the Transit Experience T3 T4 Strengthen and Expand Island- Wide Multimodal Centers Create Park & Ride Opportunities T5 Implement Rapid Bus Service T6 Establish Newport Jitney Service T7 Encourage Island Employers to Institute Transit Programs T8 Enhance Ferry Service T9 T10 Maintain Active Newport Secondary Rail Corridor Encourage Transit Oriented Development Legend Negligible Some Moderate Substantial Benefits Impacts Pedestrian/Bicycle Improvements The Pedestrian/Bicycle Improvements alternatives are aimed at improving mobility for bicyclists and pedestrians on the Island by upgrading existing facilities and increasing walk/bike options. The bicycle improvements make up an Island-wide Bicycle Network that would ultimately be made up of existing most-suitable and suitable roadways, existing and proposed shared roadways, proposed wide shoulders/bike lanes along roadways, and proposed shared use paths. The bicycle network would provide access to existing and proposed multimodal centers, large employers (Raytheon, Navy, CCRI, etc.), proposed transit oriented developments, and the proposed Newport Jitney. The following recommendations are included under the Pedestrian/Bicycle improvement package: AITS_Consolidated_Report\AITS Report_0511.doc 4-20 Alternatives

21 B1. Connect Missing Links Between Suitable Roads for Bicycles Would be an interim plan to create a continuous bicycle route along the west side of Aquidneck Island and would include connecting existing Suitable and Most-Suitable roads with new connections as shown in Figure 4-6. Implement new bicycle accommodations including: Road diets to provide wide shoulders along Bristol Ferry Road and West Main Road (north of Route 24); Shared roadways along Turnpike Avenue and Corys Lane; A shared use path along the Newport Secondary rail corridor between Corys Lane and Burma Road (which would be the beginning of a future Shoreline Bikeway); and Shared roadways along Chases Lane and Lawrence Street Figure 4-6 Interim Plan to Connect Suitable Roads for Bicycles Preliminary Order-of-Magnitude Construction Cost: $3,100,000 B2. Provide Island-wide Destination/ Guide Signing for Bicycles Install signs to inform bicyclists of route changes and to confirm route direction, distance, and destinations (Figure 4-7); and Increase marketing of bicycle routes. Figure 4-7 Bicycle Directional Signage Preliminary Order-of-Magnitude Construction Cost: $100,000 AITS_Consolidated_Report\AITS Report_0511.doc 4-21 Alternatives

22 B3. Shoreline Bikeway (Burma Road) Shared Use Path Simulated Burma Road Shared Use Path Ten mile bicycle route on the west side of Aquidneck Island along Newport Secondary and Navy right-of-way as shown graphically in Figure 4-8. The path, when expanded in the future would provide connection from the Sakonnet River Bridge to Newport; Would provide unprecedented views of Narragansett Bay, which has the potential to become a significant attraction on Aquidneck Island with increased economic development potential; and Would connect with existing/ proposed multimodal centers. Issues/constraints include environmental impacts/ remediation, numerous retaining walls, and the potential shifts of Burma Road or Railroad south of Gate 32 to obtain required clearances. Figure 4-8 Shoreline Bikeway Alignment Preliminary Order-of-Magnitude Construction Cost: $24,000,000 including: Sakonnet River River Bridge to Corys Lane: $10,000,000 Corys Lane to Stringham Road: $3,000,000 Stringham Road to Gate 17Access Road: $11,000,000 AITS_Consolidated_Report\AITS Report_0511.doc 4-22 Alternatives

23 B4. East Main Road Bicycle Facility Options East Main Road - Existing Simulated East Main Road Road Diet Include four different alternatives that were developed to provide bicycle facilities along East Main Road. Three of the options involve a road diet along East Main Road (See Figures 4-9 and 4-10), but would require improvements along Burma Road (including north and south extensions and widening depending on the option), and the fourth option involves a separate shared use path along East Main Road. The road diet options would improve the sight distance at driveways/roadways along East Main Road, have a traffic calming effect on East Main Road, and would improve the quality of life along East Main Road. However, they would require a significant shift in traffic off of East Main Road. B4a. East Main Road Road Diet with 2-Lane Burma Road Includes a shared use path (Cross- Section Figure 4-11) along East Main Road from Turnpike Avenue to Hedley Street and from Oliphant Lane to Middletown Town Hall and a road diet (one lane in each direction with wide shoulders from Hedley Street to Oliphant Lane) Figure 4-9 East Main Road Road Diet Alignment ROW strip takings would be required along the shared use path segments. Requires significant traffic/mode shift (8,000 vpd or 30 percent) to convert East Main Road to a 2-lane section. The 2-lane Burma Road option (with north extension to West Main Road and south extension to Coddington Highway) is only projected to shift 3,200 vpd from East Main Road. Without additional traffic/mode shift, this option would result in very long delays and queues along East Main Road, would have a negative impact to West Main Road, and likely would result in the need to restrict future development. AITS_Consolidated_Report\AITS Report_0511.doc 4-23 Alternatives

24 Preliminary Order-of-Magnitude Construction Cost (not including ROW): $27,500,000 including: East Main Road bike route: $2,500,000 2-Lane Burma Road improvements: $22,000,000 to $25,000,000. Due to the projected traffic impacts, this option was dropped from further consideration. Figure 4-10 East Main Road Road Diet Cross-Section Figure 4-11 East Main Road Shared Use Path Cross-Section AITS_Consolidated_Report\AITS Report_0511.doc 4-24 Alternatives

25 B4b. East Main Road Road Diet with 4-Lane Burma Road Includes the same bike route configuration as the 2-lane Burma Road option; however the 4-lane Burma Road option (with north extension to West Main Road and south extension to Coddington Highway) is projected to shift 5,700 vpd from East Main Road Without additional traffic/mode shift, this option would result in long vehicle queues along East Main Road during the peak periods, and may result in the need to restrict future development. Preliminary Order-of-Magnitude Construction Cost (not including ROW): $47,500,000: East Main Road bike route: $2,500,000 4-Lane Burma Road improvements: $45,000,000. Due to the projected traffic impacts, this option was dropped from further consideration. Burma Road - Existing Simulated 4-Lane Burma Road B4c. East Main Road Road Diet with 4-Lane Burma Road and Limited Access to Route 24 Includes a 4-lane Burma Road (with north extension to West Main Road and south extension to Coddington Highway) and a limited access connection from Burma Road to Route 24 Projected to shift approximately 9,000 vpd from East Main Road 4-lane Burma Road would allow for a road diet (one lane in each direction) along East Main Road from Turnpike Avenue to Aquidneck Avenue, which would maintain the total number of major north-south lanes on the Island (would increase to 4 lanes on Burma Road but decrease to 2 lanes on East Main Road) Issues/constraints for this option include access to intersections along West Main Road north of Burma Road to Route 24 and associated ROW impacts. Preliminary Order-of-Magnitude Construction Cost (not including ROW): $56,300,000: East Main Road bike route: $300,000 East Main Road - Existing Simulated East Main Road Shared Use Path AITS_Consolidated_Report\AITS Report_0511.doc 4-25 Alternatives

26 4-Lane Burma Road with Limited Access to Route 24: $56,000,000. Due to the issues, constraints, costs, and impacts, this option was dropped from further consideration at this time. B4d. East Main Road Shared Use Path Would provide north-south bicycle route on east side of the Island without needed traffic shifts Bicycle route would be along a roadway in which residential housings/commuters reside; so although not as aesthetic as the Shoreline Bikeway, it would be closer to residential areas that would use the path. Issues/constraints for this option include widening and significant ROW strip takings required for the entire length, retaining walls, and challenges at existing driveway locations. Preliminary Order-of-Magnitude Construction Cost (not including ROW): $10,000,000 B5. West Main Road Shared Use Path Would provide 3.8 mile off-road bicycle/ pedestrian route along West Main Road from Greene Lane to Route 24 in area shown in Figure Bike route would be along a roadway in which residential housings/commuters reside; so although not as aesthetic as the Shoreline Bikeway, it would be closer to residential areas that would use the path. Issues/constraints include widening and significant ROW strip takings required retaining walls, challenges at existing driveway locations, and likely impacts to wetlands along the roadway. Figure 4-12 Preliminary Order-of-Magnitude Construction Cost (not including ROW): $5,000,000 West Main Road Shared Use Path Alignment AITS_Consolidated_Report\AITS Report_0511.doc 4-26 Alternatives

27 B6. General Upgrade of Pedestrian Accommodations Upgrade existing sidewalks/install new sidewalks where appropriate and specifically along: Coddington Highway/ JT Connell Highway; Admiral Kalbfus Road; and Valley Road/Aquidneck Avenue; Provide crosswalks with countdown timers at heavily crossed areas such as America s Cup Avenue, Implement Island-Wide crosswalk and sign standardization; and Implement additional improvements from RSAs to be determined. Preliminary Order-of-Magnitude Construction Cost: $4,500,000 (cost per mile of one side of roadway between $550,000 and $700,000, not including ROW or utility impacts). Each of the potential pedestrian/bicycle improvement alternatives was evaluated and scored according to the weighted evaluation criteria previously described. The results of this process are presented in Table 4-8. The top performing pedestrian/ bicycle improvements included: B3. Shoreline Bikeway (Burma Road) Shared Use Path; B4c. East Main Road Road Diet with 4-Lane Burma Road Limited Access to Route 24; B1. Connect Missing Links Between Suitable Roads for Bicycles; and B2. Provide Island-wide Destination Signing for Bicycles. As previously stated, although the East Main Road Road Diet with 4-lane Burma Road Limited Access to Route 24 option was the second highest rated pedestrian/bicycle improvement alternative based on the weighted evaluation criteria, due to the issues, constraints, costs, and impacts it was dropped from further consideration under this Study. Island-wide Bicycle Network Summary - The recommendations included in the plan along with future local roadway connections outside of the AITS study area provides a comprehensive Island-wide bicycle network made up of existing most suitable and suitable roadways, proposed shared roadways, proposed wide shoulders/bike lanes on roadways, and proposed shared use paths. A vision map for the Island-wide bicycle network is presented in Figure As shown, the bicycle network provides access to: Existing and proposed multimodal centers; Large employers (Rayhtheon, Navy, CCRI, etc.) and destinations including most Island schools; Proposed Newport Jitney; and Proposed transit-oriented development. AITS_Consolidated_Report\AITS Report_0511.doc 4-27 Alternatives

28 Table 4-8 Pedestrian/Bicycle Improvement Alternatives Preliminary Evaluation Summary B Pedestrian/Bicycle Improvements Mobility Benefits Cost Effectiveness Economic Development Impact Environment al Impacts Degree of Local Support and State Goals and Plans Safety, Security, and Technology Weighted Index (Max=100) PEDESTRIAN/BICYCLE IMPROVEMENTS B1 Connect Missing Links Between Suitable Roads for Bicycles B2 Provide Island-wide Destination Signing for Bicycles B3 B4 c B4 d B5 Shoreline Bikeway (Burma Road) Shared Use Path East Main Road Road Diet with 4-Lane Burma Road Limited Access to Route 24 East Main Road Shared Use Path West Main Road Shared Use Path B6 General Upgrades of Pedestrian Accommodations Legend Negligible Some Moderate Substantial Benefits Impacts AITS_Consolidated_Report\AITS Report_0511.doc 4-28 Alternatives

29 4.3.4 Roadway Improvements The Roadway Improvements alternatives target system-wide vehicle mobility/reliability and safety by reducing travel times and trip lengths, improving access, reducing delays/back-ups for vehicles at intersections, and reducing the number and severity of crashes. The following recommendations are included under the Roadway Improvements package: R1. Pell Bridge Access Improvements Concept, as shown in Figure 4-14, is a variation of the concept developed under the separate Reconstruction of Pell Bridge Approach Roads and Ramps (Newport Side Only) and Admiral Kalbfus Rotary project funded by the RITBA through the RIDOT, including the following elements: Reconfiguration of Downtown Off-Ramp from Pell Bridge to provide more storage of vehicles on the ramp; Removal of the existing elevated highway/bridge and off-ramp from the Pell Bridge to Admiral Kalbfus Road Construction of a new two-way connection along JT Connell Highway from the Newport Rotary to Van Zandt Avenue (direct access from North End to Downtown, which would improve wayfinding for visitors); Construction of a new connection from JT Connell Road to Halsey Street and Admiral Kalbfus Road; Reconfiguration of the Newport Rotary into a modern roundabout with slip lanes for right-turn movements, and the construction of four additional roundabouts in place of traffic signals (including one at the intersection of Admiral Kalfbus Road and Malbone Road/Girard Avenue) with medians between the roundabouts for access management; and Construction of a new roadway connection between Admiral Kalbfus Road and JT Connell Highway. Addresses some of the highest crash locations; Creates significant economic development opportunity with approximately 18 acres of freed up land for development and opportunity for future multimodal center; and Results in reduction in VMT/VHT and reduction in traffic at existing bottleneck locations (such as Admiral Kalbfus Road/West Main Road and Farewell Avenue/Van Zandt Avenue intersections) by providing more direct connections and more options for motorists. Preliminary Order-of-Magnitude Construction Cost (not including ROW): $34,000,000 AITS_Consolidated_Report\AITS Report_0511.doc 4-29 Alternatives

30 Overview Ramp Area Detail Figure 4-14 Pell Bridge Access Improvements AITS_Consolidated_Report\AITS Report_0511.doc 4-30 Alternatives

31 R2. Burma Road Improvements include five different alternatives to transform Burma Road into a viable north-south corridor on the west side of the Island, with the potential to alleviate congestion along the busy West Main and East Main roads. Depending on the Burma Road alternative and percentage of traffic shifted, West Main and East Main roads have the potential to operate more efficiently with fewer vehicles traveling the roads, resulting in reductions in VMT and VHT. As discussed with the pedestrian/bicycle improvement alternatives, a north extension of Burma Road to West Main Road and a southern extension of Burma Road to Coddington Highway are necessary for the viability of Burma Road as an alternate north-south corridor on the Island. The Burma Road northern extension alignment has two general alignments. One alignment would extend through Tank Farms 1 & 2 from Stringham Road to a new intersection with West Main Road, likely south of King Charles Drive. Depending on the ultimate location of this Tank Farms alignment there could be potential impacts to wetlands, hazmat sites, and the Melville Campground Recreation Area. The other general alignment alternative uses the existing Stringham Road alignment to connect to West Main Road at a relocated intersection with Mill Lane to provide a new direct east-west connection and improved operations at the intersection of West Main Road and Mill Lane. The Stringham Road alignment would require a large retaining wall to allow vehicles to climb the steep grade and avoid the hairpin turn that is the existing route from Burma Road to West Main Road. Under both alternatives, the intersection with West Main Road is projected to operate at acceptable overall levels of service during the peak hour Figure 4-15 Burma Road Extensions periods. AITS_Consolidated_Report\AITS Report_0511.doc 4-31 Alternatives

32 The Burma Road southern extension alignment also has two general alternatives with the goal of extending Burma Road through to Coddington Highway. One alternative ( West Alignment ) would provide a new connection from Gate 17 Access Road to Coddington Highway just east of the Navy property. The Navy has expressed significant concerns with any encroachment onto existing Navy property and the definitive need to maintain required clearance distances from any Navy facilities. The Navy has also expressed concern over the increased use of Burma Road in the southern portion adjacent to their buildings and gates. The second alternative ( East Alignment ) would provide a new roadway that would branch from Burma Road north of the Navy campus and south of the Wanumetonomy golf club. This alternative appears to satisfy the concerns of the Navy; however, there would likely be additional environmental impacts, neighborhood impacts, and impacts to the golf course. With either alignment, a new roundabout would be constructed at the new intersection with Coddington Highway, and the termini intersections are projected to operate at acceptable levels of service during the peak hour periods. R2a. Burma Road 2 Lanes with North & South Extensions and Stringham Road Realignment Results in minor shifts in traffic from West Main Road (3.5 percent) and East Main Road (4.5 percent) and reduction in VHT/VMT Issues/constraints include large retaining wall at reconfigured Burma Road/ Stringham Road intersection, Navy ROW taking required, Navy housing relocations required, and concerns with railroad crossings at Gate 17 and Gate 32. Preliminary Order-of-Magnitude Construction Cost (not including ROW or site remediation/demolition): $20,000,000 to $25,000,000 R2b. Burma Road 4 Lanes with North & South Extensions and Stringham Road Realignment Results in moderate shifts in traffic from West Main Road (18 percent) and East Main Road (15 percent) and reduction in VHT Issues/constraints include (in addition to Alternative 2a) increase in VMT, likely environmental impacts, additional ROW takings required, available width very constrained south of Gate 32, and railroad relocation required south of Gate 32. Preliminary Order-of-Magnitude Construction Cost (not including ROW or site remediation/demolition): $39,000,000 Due to the issues, constraints, and impacts and only moderate resulting shifts in traffic from West Main Road and East Main Road, this option was dropped from further consideration. AITS_Consolidated_Report\AITS Report_0511.doc 4-32 Alternatives

33 R2c. Burma Road 2 Lanes with North & South Extensions and Tank Farm Alignment Results in minor shifts in traffic from West Main Road (4.3 percent) and East Main Road (4.5 percent) and reduction in VHT/VMT Issues/constraints include environmental impacts near campground, additional ROW taking required, Navy housing relocations required, and concerns with railroad crossings at Gate 17 and Gate 32. Preliminary Order-of-Magnitude Construction Cost (not including ROW or site remediation/demolition): $18,000,000 to $21,000,00 R2d. Burma Road 4 Lanes with North & South Extensions and Tank Farm Alignment Results in significant shifts in traffic from West Main Road (23 percent) and East Main Road (19 percent) and reduction in VHT Issues/constraints include (in addition to Burma Road 2 Lane alt) increase in VMT, significant environmental impacts, additional ROW takings required, available width very constrained south of Gate 32, railroad relocation required south of Gate 32. Preliminary Order-of-Magnitude Construction Cost (not including ROW or site remediation/demolition): $45,000,000 Due to the issues, constraints, and impacts and not enough traffic shifting from East Main Road to allow for a road diet, this option was dropped from further consideration. R2e. Burma Road 4 Lanes with North & South Extensions and Tank Farm Alignment with Limited Access to Route 24 Results in most significant shifts in traffic from West Main Road (28 percent) and East Main Road (30 percent) and reduction in VHT Would allow for a road diet (one lane in each direction) along East Main Road from Turnpike Avenue to Aquidneck Avenue, which would maintain the total number of major north-south lanes on the Island (would increase to 4 lanes on Burma Road but decrease to 2 lanes on East Main Road) Issues/constraints include (in addition to Burma Road 4 Lane alt) larger increase in VMT, potential visual impacts and increases in speed along scenic Burma Road (expressed by the public), ROW impacts along West Main Road, access to intersections north of Burma Road to Route 24. Preliminary Order-of-Magnitude Construction Cost (not including ROW or site remediation/demolition): $56,000,000 AITS_Consolidated_Report\AITS Report_0511.doc 4-33 Alternatives

34 Due to the issues, constraints, costs, and impacts, this option was dropped from further consideration at this time. However, it is recommended that any proposed improvements along Burma Road not preclude future widening if the need arises. R3. Two-Mile Corner Improvements include three different alternatives to provide improved safety and traffic operations at one of the highest crash and bottleneck locations on the Island. R3a.Two-Mile Corner Geometric Improvements Concept, as shown in Figure 4-16, is currently being advanced by the RIDOT (at 75 percent design stage). Includes new left-turn lanes and modifications to reduce the radius for the channelized right-turn movements Issues/constraints include the potential for queues to extend to adjacent intersections during peak periods. Preliminary Order-of-Magnitude Construction Cost (not including ROW): $2,000,000 Figure 4-16 Two-Mile Corner Geometric Improvements AITS_Consolidated_Report\AITS Report_0511.doc 4-34 Alternatives

35 R3b. Two-Mile Corner Roundabouts Includes the replacement of two traffic signals with roundabouts (Figure 4-17) that are projected to operate at acceptable levels of service without queue blockages, and Results in decreases in vehicle delays and speeds, crash reduction, and improved access management with a median between the two roundabouts to prevent left-turns. Involves ROW takings at the Coddington Highway intersection and would impact the land area at the proposed Coddington Growth Center (northwest corner of intersection). Preliminary Order-of-Magnitude Construction Cost (not including ROW): $3,000,000 R3c. Two-Mile Corner Realignment Concept (Figure 4-18), which had previously been explored by the RIDOT, involves the realignment of East Main Road and Coddington Highway to avoid the jog along West Main Road for vehicles traveling through on the two roadways; and Figure 4-17 Two-Mile Corner Roundabouts Concept Eliminates one traffic signal. Requires significant ROW takings and would require a very large intersection for the required turning movements. Preliminary Order-of- Magnitude Construction Cost (not including ROW/demolition): $4,500,000 Figure 4-18 Two-Mile Corner Realignment Concept Due to the ROW impacts, size of intersection required, and other alternatives that better met the Goals and Objectives of the study, this option was dropped from further consideration. AITS_Consolidated_Report\AITS Report_0511.doc 4-35 Alternatives

36 R4. Corys Lane/Hedley Street Realignment Concept (Figure 4-19), which had been previously studied by the Town of Portsmouth, involves realignment of Corys Lane with Hedley Street at West Main Road and the addition of turning lanes on West Main Road; and Eliminates one traffic signal at a high crash location. Requires ROW takings and a large intersection for the required turning movements. Preliminary Order-of-Magnitude Construction Cost (not including ROW): $700,000 R5. West Main Road Left-Turn Lanes Figure 4-19 Corys Lane/Hedley Street Realignment Widens West Main Road to provide left-turn lanes at Oliphant Lane and Forest Avenue to reduce delays and help facilitate coordination and potentially reduce crash frequency and severity (RIDOT is advancing design of left-turn lanes at Union Street and Raytheon Drive under a separate project); and Includes potential extension of existing left-turn lanes at Gate 17 Access Road, Valley Road, and Admiral Kalbfus Road to minimize conflicts along West Main Road due to left-turning vehicles. ROW strip takings may be required at some locations Preliminary Order-of-Magnitude Construction Cost (not including ROW): $1,600,000 AITS_Consolidated_Report\AITS Report_0511.doc 4-36 Alternatives

37 R6. Localized Intersection Safety/ Capacity Improvements Address other bottleneck/concern locations with local improvements (both immediate-term, low-cost, high benefit improvements and more short-term and mid-term improvements), including: Valley Road/Aquidneck Avenue roundabout (Figure 4-20); Aquidneck Avenue/ Purgatory Road realignment to eliminate slip lane; Mt. Hope Bridge/Boyds Lane/Bristol Ferry Road intersection reconfiguration (Figure 4-20); Seveney Sports Complex Drive (Linden Lane) sight distance improvements; Memorial Boulevard Road Diet adjacent to Easton s Beach; and Additional improvements from the RSAs to be determined. Preliminary Order-of-Magnitude Construction Cost (not including ROW): $1,500,000 Figure 4-20 Intersection Capacity Improvements AITS_Consolidated_Report\AITS Report_0511.doc 4-37 Alternatives

38 R7. Traffic Signal Optimization Coordinate Island traffic signals along major corridors (West Main Road, East Main Road, America s Cup Avenue); and Develop a program to maintain traffic signal equipment, collect new traffic volume data, and regularly fine-tune timings. Results in reduction in delays, VHT, greenhouse gases emissions; and With the fine-tuning of the traffic signal systems in combination with geometric improvements discussed previously, the study area intersections are projected to operate more efficiently and at acceptable overall levels of service. Longer-term, the use of Adaptive Signal Control technologies may be considered. This type of system allows the traffic signals to automatically adapt to unexpected changes in traffic conditions. Preliminary Order-of-Magnitude Construction Cost (for traditional system finetuning/maintenance): $100,000 (plus $60,000 annual maintenance/fine tuning) Each of the potential roadway improvement alternatives was evaluated and scored according to the weighted evaluation criteria previously described. The results of this process are presented in Table 4-9. The top performing roadway improvement options included: R1. Pell Bridge Access Improvements; R7. Traffic Signal Optimization; R2e. Burma Road - 4 Lanes with North and South Extensions - Limited Access to Route 24; and R2d. Burma Road - 4 Lanes with North and South Extensions - Tank Farms Alignment. As previously stated, although the 4-lane Burma Road options were among the highest rated roadway improvement alternatives based on the weighted evaluation criteria, due to the issues, constraints, costs, and impacts they were dropped from further consideration under this Study. However, it is recommended that any proposed improvements along Burma Road not preclude future widening if the need arises. AITS_Consolidated_Report\AITS Report_0511.doc 4-38 Alternatives

39 Table 4-9 Roadway Improvement Alternatives Preliminary Evaluation Summary R Roadway Improvements Mobility Benefits Cost Effectiveness Economic Development Impact Environmental Impacts Degree of Local Support and State Goals and Plans Safety, Security, and Technology Weighted Index (Max=100) ROADWAY IMPROVEMENTS R1 Pell Bridge Access Improvements R2a Burma Road - 2 Lanes with North and South Extensions - Realign Stringham with Mill R2b Burma Road - 4 Lanes with North and South Extensions- Realign Stringham with Mill R2c Burma Road - 2 Lanes with North and South Extensions - Tank Farms Alignment R2d Burma Road - 4 Lanes with North and South Extensions - Tank Farms Alignment R2e Burma Road - 4 Lanes with North and South Extensions- Limited Access to Route R3a R3b Two Mile Corner - Geometric Improvements Two Mile Corner - Roundabouts R3c Two Mile Corner - Realignment R4 R5 R6 Corys Lane/Hedley Street Realignment West Main Road Left-turn Lanes Localized Intersection Capacity/Safety Improvements R7 Traffic Signal Optimization Legend Negligible Some Moderate Substantial Benefits Impacts AITS_Consolidated_Report\AITS Report_0511.doc 4-39 Alternatives

40 Two additional projects, which were not evaluated as part of the Aquidneck Island Transportation Study because they were already under design by others, have been advanced in the Study and Development phase by Island municipalities East Main Road Roundabouts ( Town Center area) in Portsmouth and Broadway Streetscape in Newport. Although these two projects were not directly evaluated against the AITS criteria for recommended improvements, the Study Team and the Technical Steering Committee felt that the projects met the goals and objectives of the AITS and should be included as recommended transportation improvements for Aquidneck Island. These two projects are summarized below: R8. East Main Road Roundabouts Includes construction of three roundabouts with medians for access management along East Main Road between Turnpike Avenue and Middle Road at Portsmouth Town Hall; and Installation of new sidewalks. Expected to improve walkability, traffic flow, access control, and aesthetics for Portsmouth s Town Center area. Requires some ROW takings. Figure 4-21 Rendering of Portsmouth Town Center Plan (Source: Portsmouth Town Center website at Preliminary Order-of-Magnitude Construction Cost : $14,000,000 Figure 4-22 (Source: Town of Portsmouth) AITS_Consolidated_Report\AITS Report_0511.doc 4-40 Alternatives East Main Road at Turnpike Avenue Roundabout Concept

41 R9. Broadway Streetscape & Traffic Calming Improvements Includes the resurfacing of Broadway, the installation of bike lanes with angle parking, and streetscape/lighting improvements between Equality Park Place and Farewell Street; and Conversion of Broadway to one-way traffic southbound between Marlborough Street and Farewell Street. Expected to enhance pedestrian safety at existing crosswalk locations. Preliminary Order-of-Magnitude Construction Cost : $3,500,000 Figure 4-23 Broadway Streetscape Improvements (Source: City of Newport website at: developed by The Louis Berger Group, Inc/Gates, Leighton & Associates, Inc.) AITS_Consolidated_Report\AITS Report_0511.doc 4-41 Alternatives

42 4.3.5 Policy Recommendations A set of policy recommendations was also developed aimed at refining the framework for transportation on the Island. Recommended policies include: P1. Promote safety as a top priority within transportation planning and in the delivery of all infrastructure projects (including requiring Road Safety Assessments where appropriate), and target educational activities to current and future travelers to improve safety for all transportation modes. P2. Continue to develop land use policies/zoning that support transit-oriented development Complete Streets with housing, retail, and jobs collocated with each other near transit; P3. Ensure that the Island community Comprehensive Plans and zoning reflect goals, objectives, and policies that support safety and access management where appropriate and incorporate the AITS policies; commonly referenced core access management principles include: Limit direct access to major roadways; limit conflict points and remove turning vehicles from through traffic lanes; Promote a roadway hierarchy (mobility vs access); Locate signals to favor through movements; avoid driveways within the signal s functional area; and Use nontraversable medians to manage left-turn movements; P4. Develop Newport city-wide strategic parking plan; P5. Establish TDM program requirements in zoning for new, large projects; for projects over certain thresholds, consider traffic monitoring requirements and financial penalties for exceeding traffic thresholds; P6. Develop a bicycle parking/sidewalk zoning ordinance that includes bicycle parking and sidewalk requirements into site plan review; P7. Establish better communication and coordination between state and local agencies during development site plan reviews; P8. Develop a motorcoach parking plan that regulates where tourist buses can drop-off, pick-up, park, and stage when idle; P9. Promote a Complete Streets approach to design and renovation of infrastructure that ensures safety and mobility for all users are considered; AITS_Consolidated_Report\AITS Report_0511.doc 4-42 Alternatives