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CHAPTER 215
HB 480-FN - FINAL VERSION
- Page 8 -

287-1:10 Limitations on Sports Wagers. The commission and its agents are prohibited from the
following activities:

I. Accepting or making payment relating to sports wagers made by prohibited sports bettors.

II. Accepting sports wagers on prohibited sports events.

III. Accepting sports wagers from persons who are physically outside of the state of New
Hampshire at the time of the sports wager.

287-I:11 Disclosure of Data Source. The commission and agents shall publicly disclose the
source of the data that will be used to determine the outcome of a tier IJ or tier II wager.

287-I:12 Risk Management. The commission's agents may take any risk management strategies
as authorized by the director.

287-1:13 Maintaining Sports Integrity. The commission and agents may participate in national
and international monitoring services and associations and may share betting information with
those entities and sports governing bodies in order to ensure the integrity of sports wagers and
sports events. The director may restrict, limit, or exclude wagering on a sports event if he or she
determines that such an action is necessary to ensure the integrity of the sports book.

287-I:14 Financial Reports. The commission may seek financial and compliance reports from its
agents periodically and may conduct audits of these reports to ensure that the state receives the
agreed upon revenue sharing proceeds.

287-I:15 Compliance Reviews. The commission shall retain oversight of its agents to ensure
that all sports wagering activities are conducted in accordance with this statute and any rules
adopted by the commission.

287-1:16 Fantasy Sports Exempted. Nothing in this chapter shall apply to fantasy sports
contests authorized pursuant to RSA 287-H.

287-I:17 Rulemaking. The commission shall adopt rules, pursuant to RSA 541-A, relative to the
operation, conduct, location, and oversight of sports books. The commission may enact. emergency
rules, which will take effect upon approval.

215:2 Bets Void. Amend RSA 338:2 to read as follows:

338:2 Bets Void. Except as authorized by the lottery commission, all bets and wagers upon
any question where the parties have no interest in the subject except that created by the wager are
void; and either party may recover any property by him or her deposited, paid, or delivered upon
such wager or its loss, and repel any action brought for anything, the right or claim to which grows
out of such bet or wager.

215:3 Education Trust Fund; Sports Betting Added. Amend RSA 198:89, I(k) to read as follows:

(k) Funds collected and paid over to the state treasurer by the lottery commission
pursuant to RSA 284:44, [and] RSA 284:47, and RSA 287-L.

215:4 New Subparagraph; Gambling; Exceptions. Amend RSA 647:2, V by inserting after

subparagraph (e) the following new subparagraph:

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NY Doom BP wow nwneereoeo DWBaA Det BwWwNnNYNeR CTH WANA Dt fF won KF CO

CHAPTER 215
HB 480-FN - FINAL VERSION
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() Sports wagering as defined by RSA 287-I:1, XV.

215:5 New Chapter; Council for Responsible Gambling. Amend RSA by inserting after chapter

338-A the following new chapter:
CHAPTER 338-B
COUNCIL FOR RESPONSIBLE GAMBLING

338-B:1 Definitions. In this chapter, "council" means the council for responsible gambling.

338-B:2 Statement of Purpose. Education, prevention, and treatment relating to gambling
disorders are an integral part of a responsible gaming environment within the state.

338-B:3 Establishment. There is established the council for responsible gambling which shall
promote education, prevention, and treatment of problem gambling within the state.

338-B:4 Membership.

I. The council shall consist of 5 members appointed by the governor and executive council
and shall be qualified in the field of addiction or mental health services with a focus on problem
gambling and shall be residents of the state. A member may be removed by the governor and
executive council only for cause shown in accordance with RSA 4:1. The members shall elect one of
their number as chairperson. Three members of the council shall constitute a quorum.

II. Members shall serve 3 year terms and until their successors are appointed; provided that
for the initial appointments only, one member shall be appointed to a term of one year, 2 members
shall be appointed to a term of 2 years and 2 members shall be appointed to a term of 3 years. Any
vacancy shall be filled for the unexpired terms.

III. Members of the council shall receive mileage at the rate of state employees when
attending meetings of the council or performing duties on behalf of the council.

338-B:5 Powers and Duties. The council shall have the authority to enter into grants and
contracts for the purposes of furthering education, prevention, and treatment of problem gambling
within the state.

338-B:6 Report of the Council. The council shall submit a biennial report to the governor and
executive council on or before October 1 of each even-numbered year. The report shall include a
description of the council's activities including a financial report for the relevant time period.

338-B:7 Administrative Attachment. The council shall be administratively attached to the
lottery commission in accordance with RSA 21-G:10. In addition to the support provided to an
administratively attached agency, the lottery commission shall also provide the following to the
council:

I. Funding in an amount not to exceed $250,000 per fiscal year to conduct the activities
prescribed by this chapter. In accordance with the purpose of this chapter, these payments shall be
considered administrative expenses of the lottery commission as set forth in RSA 284:21-j.

II. Meeting and office space as reasonably required by the council to conduct. the activities

prescribed by this chapter.

& wo NO

CHAPTER 215
HB 480-FN - FINAL VERSION
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III. Personnel as reasonably required by the council to conduct. activities prescribed by this
chapter, except that the lottery commission may charge the council for use of such personnel
pursuant to an agreement between the lottery commission and the council.

215:6 Effective Date. This act shall take effect. upon its passage.

Approved: July 12, 2019
Effective Date: July 12, 2019

DESMAN

Table 3: Existing Regulations Pertaining to Overnight Parking in Communities Studied

City: Nashua Albany Ann Arbor Concord Concord Manchester Mendian Portland Portsmouth Rochester West Hartford

State: AH NY MI NC NH NH Ip ME NH MN cT
1 a '

O.P. Prohibition Yes No! No No No* No* No No”* No No™ Yes

‘ a
OP. Permit Only Yes No? No No No No No ves” No |! No Yes ™
_ i

By RPP Only No Yes" Yes‘ No Yes Yes” No ves |! ves ‘4 Yes” No
7 ™ 5

No OP Regulations No Yes! Yes No No* No® ves No" No? No No

Noles:

1, On-street parking in dawntown Albany is free from $:00 pm te 8-00 am the following day on weekdays and all day on weekends and Solidays

2. Apermitis required to park overnight in Albany Parking Authority off-street fac littes

3. Albany has established several RPPs to regulate parking in residential nexghborhoods in effect from £:00 am te 6.00 pm, weekdays

4, in RPP Zones, there it a 2-hour time limit on vehicles withoul a APP

§. Overnight parking is allowed on most public streets under normal circumstances, but no vehicle can be parked in the same space fet more than 48 consecutive hours.
6. Overnight parking is allowed on most public streets under normal circumstances for private vehicles, bul prohibited for commercial vehicles between midnight and 5:00 AM
7. RPP rones are designated by the Mayor and Board of Alderman.

8, The city has established an "“Odd/Even" palicy between December | and Apri) 15.

9. Portland does not ban overnight parking, but has a lex and ictive set of regul for allowing ight parking on public streets

10. See Nowe #9 above. These restrictions include allowing for over might parking on alternating sides of the street en different districts

11. Portland has 12 defined RPP Zones, all defined by City Council.

12. AS noted previously, Portland has a elaborate set of regulations defining under what conditions overnight parking is allowed

13. Parking in any free areas is limited to 72 hours maximum, Metered areas are enforced from 9am to 3pm, with an escalation rate swuclure aber 3 hours.

14. Portsmouth piloted their Neighborhood Parking Program (NPP}in 2018-2019 and is working an expanding it wilh revisions.

15. Onily very selected areas are subject to no regulation on overnight parking.

16. Rochester has an alternate side of the street regulation in places from October 1 10 May 1 every year between 2am and Jpn.

17. Rochester has 14 distinct Residential Parking Permit areas

18. Under special circumstances, the City will grant very limited overnight parking passes ("Omit Tags") to individuals demonstrating temporary hie.

In addition to Nashua, Portland, Maine and West Hartford both had programs which allowed for overnight
parking on public streets within the framework of a permit. West Hartford’s program offered only
temporary permits for those applicants demonstrating need criteria as well as residency; the permits were
referred to as “Omit Tags” because they instructed patrolling parking officers to ‘omit’ the holder from
sanction as long as the permit was in effect. Applicants for these permits could apply for them virtually
via web portal on the City of West Hartford’s website and qualified recipients did not receive a credential
but had their vehicle license plate added to the City’s “do not cite” fist.

Portland, Maine offered permanent permits for overnight in nine defined zones across the city within an
elaborately structured program. Under this program, and depending on the zone, participants were
required to park on either the odd or even side of the street during certain prescribed hours of particular
days during the month, leaving the other side of the street open for snow removal and street
maintenance. In all but one of the zones, these requirements were in place from October 1 through May
31 each year; in the ninth zone, they were in effect the year round. No vehicle without a permit was
allowed to park overnight in these areas. The requirement to clear certain sides of the street on certain
days was in effect in most zones 11:30 PM or 12:00 AM to 7:00 AM the following day, with the exception
of one area where prohibitions were in effect from 10:00 AM to 2:00 PM on certain days. It should be
noted that these permits did NOT allow holders to park on-street during snow emergencies when all
vehicles were required to clear public roadways.

Seven of the ten communities studied had some form of Residential Parking Permit (RPP) program in
place. While Albany, New York did not have a prohibition to overnight parking on downtown streets, it
has established three different RPP zones in neighborhoods abutting downtown which restrict parking on
the street to RPP holders only from 8:00 AM to 6:00 PM on weekdays. The requirement for permits during
overnight hours and weekends was not in effect for these zones. Ann Arbor, Michigan inversely allows for
overnight parking in downtown streets without a permit, but requires a permit in eight neighborhoods to
park on street at any time. In these zones, non-permit holders may only park up to two hours without
being ticketed.

DESMA

Concord, Manchester and Portsmouth all have RPP programs in place. Concord’s zones are in residential
neighborhoods abutting the main downtown core and State Capitol complex. Manchester's RPP are in
residential neighborhoods near commercial districts and were established by City Council in collaboration
with Mayor. Portsmouth recently completed a pilot program in one neighborhood and is studying
expansion of the program into adjacent areas.

Of the communities studied, only Meridian, Idaho appears to have no regulations pertaining to the use of
on-street parking at any time. This is curious as Meridian has a higher population density than Nashua and
comparable housing density, median income, and driving share. Conversations with the representatives
from the city’s Police Department and Department of Community Development indicate that competition
for curbside parking in limited by abundant development of off-street parking facilities adjacent to every
land use per local zoning code. However, both officials noted that parking is becoming a constant issue as
Meridian continues to grow and densify and that they anticipate having to institute greater regulation in
the near future to govern use of curbside assets.

As noted previously, Albany and Ann Arbor allow for free overnight parking on downtown streets without
a permit, but both cities also have RPP programs in place for residential districts abutting those
downtowns. In addition, both Albany and Ann Arbor have aggressive metering programs in place for on-
street parking outside their RPP zones during daytime hours to compel turnover. Enforcement of these
regulations in both cities is rigorous and fines are substantial for violations.

DIMENSIONAL CONSIDERSATIONS

Any manner of on-street parking, regardless of regulations and rules, can only exist if there is adequate
space along the roadway to allow for parking and safe passage of traffic. As a general rule, parking spaces
are between 8’ and 9’ in width and travel fanes are between 10’ and 11’ in width, so for a one-way street
with parallel parking along just one side, a minimum roadway with of 18’ to 20’ is required. Changing the
angle of the parking stalls, adding additional lanes of travel, and/or adding parking along both sides of the
roadway will further increase the dimensional requirements for roadway width.

The structure of the roadway along its length also will impact how many vehicles might be parked along
a particular length. As a general rule, there must be at least 20’ of contiguous, uninterrupted space along
the curb to accommodate one parallel parking space. Both the minimum width of a paralle! parking space
and its length are determined by the typical vehicle width and tength, plus allowances for lateral
clearances to open the vehicle’s door without interrupting flaw along the adjacent travel lane on the
driver’s side, reasonable clearances between the vehicle and the curb on the passenger side, and
clearances to allow for the movement of vehicles in and out of each space. Studies of U.S. vehicle sales
over the last two decades have shown that the majority of all vehicles on the road across the country are
6.5’ wide by 17.5’ long or smaller. These dimensions represent the 85" percentile vehicle size of all
vehicles in operation within the United States which is consistent with a large SUV such as a Ford
Expedition or Chevrolet Suburban.

The linear run of contiguous, uninterrupted space along the curb will define how many vehicles may be
parked along that block face. At block face with 100’ of uninterrupted, contiguous curb can conceptually
park up to five vehictes based on a standard of 8’ x 20’ per space. In actual practice, the block face may
only suppert more or less vehicles depending on the size of each vehicle and the skill of each driver. In
urban centers where parking spaces are not individually delineated, vehicle sizes are smaller than the 85"

DESMAN

percentile, and drivers are practiced at parallel parking, it possible that up to seven cars might be parked
in the same 100’. Inversely, four large vehicles parked carelessly with several feet of separation between
each could fill the same 100’ block face, even though there is enough linear distance to support five
spaces.

Any interruption in the curb will further reduce the practical parking capacity of a length of roadway. Using
the example of the 100’ curb face, if there is a driveway of 10’ in width in the middle of the block, that
would reduce the 100’ of uninterrupted space into two segments of 45’ in length each, reducing the
practical capacity to just four vehicles at an assumed set aside of 20’ per space. The addition of second
driveway on the same block could easily reduce practical capacity to just three vehicles, even if it is only
10’ in width, because it would further reduce the total number of uninterrupted 20’ lengths of open curb
space along the block face.

Other factors which impact the amount of uninterrupted, contiguous space along a curb face include
minimum setbacks from various structures. Some of these setbacks are prescribed to preserve the
efficient flow of traffic within the community, including emergency and service vehicles. As a general rule,
most communities mandate no vehicle may park within a certain distance of an intersections to
accommodate the wider turning movements of long wheelbase vehicles such as fire engines, ambulances,
snow plows, and garbage trucks. Other setbacks, such as prescribed ‘no parking’ areas adjacent to fire
hydrants, exist to assure quick and easy access to resources during emergencies.

Other setbacks such as required ‘no parking’ areas to either side of a curb cut for a driveway or alley exist
to preserve site lines for drivers so they can see oncoming traffic along the roadway from a safe vantage
point within the driveway or alleyway. Without these setbacks, individuals could park right up to the edge
of the curb cut, requiring drivers attempting exit the driveway or alleyway to pull into the roadway to see
if oncoming traffic is present before pulling out.

DESMAN reviewed the code of ordinances and zoning code for Nashua as well as the ten comparable
communities for required setbacks from crosswalks; stop signs or traffic signals; driveways; alleyways;
intersections without crosswalks, stop signs, or traffic signals; fire hydrants; and other structures.
DESMAN also collected information, where available, on dimension standard for parallel parking space,
travel lanes in roadways, and other pertinent regulations pertaining to parking on public streets. Where
there were no clear regulations regarding these items, DESMAN noted this category as “n/a”. A summary
of this research is shown in Table 3.

Table 3: Dimensional Standards for On-Street Parking

City: Nashua Albany Ann Arbor Concord Concord Manchester Meridian Portland Portsmouth Rochester West Harttord
State: NH ay Mi NC NH NH 8) ME NH MN ct
Setback from Crosswalk nfa 20° 20° 20 20° aw 2° 20 nja 20" 25°
Setback from Sign/Signal 2s 39 30 50° a0 30, x” x nfa cy nfa
Setback from Oriveway z ‘ nfa 4 nfa s 5 nfa a nja 3 nfa
Setback from Alley nfa nja 4 nfja nfa * nfa ‘ aja nfa nfa 5 nfa
Setback from Intersection r 2s * nfa Ly aga 2 2 ‘ nfa 25° 20° 2 re
Setback from Fire Hydrant 15° 1s iy is' iy y bh 19° ka 1 17
Setback from Other Various * 20-75 *o2o-7s' 7 zot7s) * az ae sae! * fa 2-75 ona
Parking Stall Dimensions 9x23" ex2s * otxz0 * gste23 * otx22 * axons? * otxax * on 22 sx2 * B7SK20 || KD
Orive Aisle Width afa woo oar Soa Fa aayzot Yo azyast * azyze yz 10y2t 12/20
Other Regulations nf ix onda wz onfa nfa aja ofa * nia ze3a' n/a

As the table shows, there are currently regulations in Nashua dictating setbacks from signs and signals,
driveways, intersections, and fire hydrants. Article XIl of the Nashua Cade of Ordinances also carries
multiple sections (320-61, 320-62, 320-64, 320-69, 320-70) which dictate where parking may or may not

DESMAN

occur under a variety of conditions and along a host of roadways. The city’s zoning codes defines an
acceptable parallel parking space as 9’ x 23’, which is roughly aligned with the requirements in the other
municipalities. DESMAN could not find tanguage defining minimum travel lane widths.

Among the studied communities, most required a minimum ‘no parking’ set back of 20’ from any
crosswalk. While Nashua requires a minimum setback of 25’ from any sign or signal, the other
communities surveyed fixed this distance at between 30’ and 50’. Only half of the communities studied
has a minimum required setback of between 4’ and 5’ to either side of a driveway, in contrast to Nashua’s
requirement of just 2’. Only Ann Arbor and Rochester defined required setback from either side of an
alleyway; Manchester has a blanket prohibition for parking in any alley.

Nashua’s requirement for 25’ from any unregulated intersection was in line, if slightly more conservative
than some of the other municipalities studied and setbacks from fire hydrants were generally in line with
requirements in the other cities. Several communities carried minimum setbacks of 20’ to either side of a
driveway servicing a fire station and a probation of curbside parking for a distance of 75’ along the curb
opposite of the fire station driveway as well as prohibition of curbside parking within 50’ of a rail crossing.
Concord, NH prohibits on-street parking on any roadway where doing so would reduce the width of the
adjacent travel lane to less than 12’; Manchester carries the same requirement in their ordinances.

Minimum widths for parallel parking spaces varied from 8’ to 9’ and minimum lengths for the stalls varied
from 20’ up to 25’. Code for the other communities mandated required travel lane widths of between 10’
and 15’ per lane; in some cases, these requirements depended on whether the roadway was one-way or
two-ways. Concord, NH requires a fixed width of 15’ per lane, which would require 30’ in total width for
a two-way road with no curbside parking; a two-way road way with parallel parking on both sides must
be at least 48’ in width. Manchester requires 12’ of width for a one-way road, but only 20’ of width for a
two-way road, implying that the two-way street encompasses two 10’ travel lanes. Portsmouth requires
at least 14’ in width for single direction roadways or 24’ for two-way roads. In many of these cases, the
width of the one-way roadway is less influenced by the dynamics of vehicles pulling in and out of curbside
spaces than the lateral space required to ensure safe efficient passage of municipal safety and service
vehicles.

Other regulations noted included the following:

« In Albany, NY, the minimum width per travel lane is 11’ unless the roadway must also
accommodate bicycle traffic, at which point the mandated minimum travel lane width is increased
to 13’ per lane.

e In Concord, NC on-street parking is not allowed on any street where doing so would reduce the
clear travel distance between curbs ta less than 22’ along a public street or 10’ along an alleyway.

e In Meridian, ID, on-street parking is prohibited for vehicles of 12,000 lbs. or more GVWR. In
addition, no trailer or mobile home may be parked on a public street for longer than 72
consecutive hours.

e In Portland, ME, unless otherwise posted, no individual may park in front of any business for
longer than one hour between 9:00 AM and 5:00 PM, Monday through Saturday with the
exception of state and federal holidays.

« In Rochester, MN curbside parking is not allowed on any one-way street of less than 28’ feet in
total width (curb-to-curb) or any two-way street of less than 26’ feet in width. On one-way streets

DES VA

of less than 34’ and two-way streets of less than 30’, on-street parking is only allowed along one
curb face.

ESTABLISHMENT OF PARKING PERMIT PROGRAMS

Parking permit programs, especially RPP programs, are generally established following one of two
methadologies.

In many cases, City staff study the issue at the direction of community or municipal leaders for a particular
area, zone or neighborhood. The impetus for this program of study may come from the citizenry who are
upset about increasing competition for curbside parking in their area or increasing traffic congestion,
parking enforcement officers reporting heightened issues with the management of existing rules or
regulations, or community organizers concerned about trends in local parking behavior or the possible
impact of an impending development.

Whatever the source of concern, it is typically communicated up to the representative for that particular
area, who brings it to the municipality’s legislative body or executive, who will in turn instruct some
member(s) of city staff to assess the issue and return with a report and recommendations. The city staff
may undertake the study themselves or contract with a subject matter specialist. Either way, the results
of the study will commonly define the scope and scale of the issue, recommend geographic boundaries
for a proposed permit program as well as rules and regulations, and describe how the program should be
administered. This information is present in open public session, allowing for potentially impacted citizens
to comment. A final program, incorporating these comments, is prepared and submitted to the legislative
body for the community for ratification. This appears to be the process employed in Albany (NY}, Concord
(NH), Manchester (NH}, and Portland (ME).

The other methodology allows for citizens to petition for the establishment of a parking permit area. This
is the approach employed in Ann Arbor (Ml), Portsmouth (NH), and Rochester (MN) for creating RPP
zones. In each instance, a member of the neighborhood or district organizes a campaign toe establish a
parking permit program in their area. The boundaries of the proposed program are defined in
collaboration with city staff, but it is up to members of that neighborhood to circulate and present a
petition indicating the majority of impacted constituents within the proposed zone are in favor of the
program. The percentage defining a majority varies from municipality to municipality; in Ann Arbor it is
60% of more of all impacted residents; in Portsmouth and Rochester (MN), the standard was 75% of all
households within the proposed district. If the organizer can prove majority consent, the issue advances.

Once majority consent is established, a representative of municipal government will be charged with
studying the proposal and preparing a recommended program. This representative may be a City staff
member from Parking, Transportation, Planning, Engineering and/or the Public Works; members of an
official committee, board, or other legislative body addressing issues of parking or transportation within
the municipality; or an outside subject matter expert. This individual or body may work independently or
in collaboration with members of the community petitioning for recognition. The outcome of this work
process is recommended program with defines the following, at minimum:

e = The physical boundaries of the proposed permit area;

e =6Rules, regulations, and criteria regarding who may apply for a permit;

e Rules and regulations for awarding a permit, including how permits are to be distributed among
constituents;

DES AA

Rules and regulations for addressing visitor/contractor/commercial parking needs in the area;
Hours that the program is to be in effect and logic supporting those hours;

Recommended penalties for violating program rules and regulations;

Fees {if any} associated with the program;

The method for addressing the cost of implementation, administration, and enforcement;

¢ Designation of implementation, administration, and enforcement duties within the City.

These recommendations may be presented to the petitioners in advance for review or submitted to them
in tandem with presentation to the community’s legislative body. If the later occurs, there is typically a
period for public review and comment prior to the issue advancing for ratification.

RECOMMENDATIONS FOR NASHUA

DESMAN believes there is significant appetite in some wards and neighborhoods for a change in the
overnight parking policy, but not enough support for a wholesale dismantling of the current policy in
place. As such, we do not recommend simple abolishment of the current prohibition on overnight parking
across the City of Nashua.

Core Rules

Instead, DESMAN recommends the City of Nashua adopt a program which will allow citizens to request
designation of areas impacted within the city as parking permit zones. Within these zones, if established
and ratified following due process, permit holders would be able to park on public streets overnight
without censure provided they:

1. Follow rules and regulations established for the program, including parking only in designated
areas.

2. Renew their permits annually and agree to update their vehicle and contact information at any
time in which either changes within forty-eight (48) hours of the change.

3. Abide by parking rules and regulations governing curbside spaces when in effect. This means if
the parking spaces within a permit zone are subject to metering during standard business hours,
permit holders must pay the meter fee. Similarly, time limits established to ensure turnover in
commercial or mixed districts are valid during hours of enforcement for permit holders without
exception.

4. Remove their vehicle from the street during the dates and times designated for trash collection
on that particular street, without exception. This applies to both sides of the roadway.

5. Remove their vehicle from all roadways for periodic snow emergencies, snow removal and street
maintenance, without exception.

Application for Consideration

Citizens would have the right to submit a request for establishment of a parking permit program area.
This request would inctude a narrative describing: why those citizens are requesting establishment of the
program; the proposed boundaries of the program area’; the objectives of the program; an inventory of

1 As a general practice, a proposed permit area should not exceed three contiguous blocks in length or width, making for a
maximum potential permit area of not more than nine square blocks. In DESMAN's experience, this represents the maximum
reasonable walking distance between parking and destination for a community of Nashua’s size and scale.

DES A\

the addresses of all homes, businesses, and institutions within the boundaries of the proposed program
area; and a petition indicating at least two-thirds (67%) of all households within the proposed program
area support the initiative’. This application should also include the names and contact information for
at least three citizens living within the proposed program area which will constitute representation for
the application in all matters dealing with the City. This group of individuals will be hereafter referenced
as the Citizen’s Council. This request would be submitted to Economic Development far further study.

Capacity Testing

A representative of Nashua Economic Development would work in tandem with the City Engineer's office
to assess the potential program area. Specifically, City staff would consider the dimensions of all public
roadways within the proposed program area and estimate parking capacity across the area under the
following restrictions:

1. Parking lanes along curbs must be at least 8’ in width, abutting a travel lane of not tess than 12’
in width. One-way streets with parking along on curb must be 20’ or greater width. One-way
streets with parking along both curbs must be a minimum of 28’ in width. Two-way streets with
parking along one curb must be at least 32’ in width. Two-way streets with parking along both
curbs must be at least 40’ in width.

2. Forthe purposes of estimating capacity, City staff should assume each contiguous, uninterrupted
20’ length of roadway can accommodate a single vehicle.

3. In measuring contiguous, uninterrupted curb space City staff should assume the following
minimum setbacks for various structures:

a. There shall be no parking within 15’ of a fire hydrant.

b. There shall be no parking within 25’ of any crosswalk or stop sign along any curb face.
For crosswalks, the measure shall be taken from the edge of the crosswalk closest to the
middle of the block face. For stop signs, the measure shal! be taken from the sign along
the curb where the sign is installed and from the place the sign would be if installed on
the opposite curb as measured from the nearest curb of the cross street.

c. There shall be no parking within 25’ of any stop line associated with a traffic signal. If no
stop line is marked, curbside parking should be prohibited within 35’ of the curb of the
nearest cross street.

d. There shall be no parking within 35’ of any unregulated intersection of public roadway
as measured from the curb of the nearest cross street.

e. There shall be no parking within 3’ of the curb cut for any private driveway or alleyway.
There shall be no parking within 20’ of the curb cut for any fire station or other
emergency services building.

g. There shall be no parking along the curb for a distance of 75’ opposite the driveway to
any fire station or emergency services building. This distance shall be measured from the
center of the driveway to 37.5’ in either direction when possible.

? Note that this standard asks only that 67% or more of all households within the proposed program area ‘support’ the initiative
and does not obligate all those households signing the petition to actively participate in a program, if established. Additionally,
‘support’ in this case may be defined as an absence of any objections to the creation of parking permit zone.