DOT outlines $4M–$10M options to reshape Candia 4‑corners; roundabout draws public support

Brent Rusk, the DOT project manager for the Candia corridor project, opened the presentation by telling the Select Board the initiative’s purpose is to “improve the safety and efficiency of the transportation network” at the intersections of New Hampshire 43 and Raymond Road and NH‑27 and Raymond Road. He introduced a DOT/consultant team and reviewed federal environmental and historic‑resource requirements that apply when a project uses federal funds.

Mike Dugas and Andrew Martel of the DOT/consultant team reviewed crash history and design concepts. Andrew Martel said: “Over a five‑year period, we had three crashes resulting in seven injuries, and five of those were serious injuries,” and attributed those collisions largely to the severe skew angle at the Main Street–Raymond Road approach, which produces high‑speed left turns and poor sight lines.

DOT presented three primary concepts for the NH‑43/Main Street intersection: Concept 1 would realign Raymond Road and likely add a signal (estimated about $4,100,000); Concept 2 would swap the predominant movement and could be stop‑controlled or signalized (roughly $4,000,000); and Concept 3 would reconfigure the intersection as a roundabout (estimated about $6,300,000). For the NH‑27 (High Street) intersection, DOT recommended realigning High Street nearer 90 degrees to accommodate truck turning and improve sight lines, with a concept‑level cost of about $2,300,000.

DOT also described a longer bypass alignment that would reroute NH‑43 around the 4‑corners, noting two variations: a bypass with a signal (estimated about $6,500,000) and a bypass with a roundabout (about $10,200,000). The presenters emphasized those figures do not yet include private property acquisition costs or wetland mitigation payments; Martel said blue‑hatched areas on the plan indicate wetlands and cautioned that the Army‑ARM mitigation fund administered by DES could substantially increase cost estimates.

Board members and residents pressed DOT on funding sources, timing, and right‑of‑way impacts. DOT said the construction would use federal funding with a state match and that the initial construction typically carries no local match, but sidewalks added at the town’s request could create local maintenance responsibilities. On property acquisition, DOT said it seeks negotiated settlements whenever possible but could pursue eminent domain if negotiations fail; certified notices to affected property owners typically occur one to two years before construction.

Several residents and planning‑board members told the board they favored roundabout solutions, arguing roundabouts slow speeds and improve safety for school drop‑off; others urged further study of school‑area circulation. Tim Darcy of the planning board argued the two roundabouts would best meet town planning goals, while some long‑term residents said the bypass might most effectively remove through traffic from the village but feared cost, wetland impacts and property takings.

DOT said it plans additional public information meetings and recommended proceeding into a preliminary‑design phase to refine alternatives, quantify property and wetland impacts, and evaluate a preferred alternative. The agency gave an approximate project schedule: design and review could push construction to 2029 or later, depending on permitting, property negotiations and federal environmental review.

Next steps the presenters requested were Select Board guidance on which alternatives the town would like DOT to prioritize in preliminary design and confirmation that the town will remain engaged during upcoming public hearings and the federal review process.