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Factory Street

In addition to the aesthetic and community enhancements and the improved
pedestrian connectivity to the Nashua River, converting the western segment of
Water Street to a pedestrian corridor, would remove vehicular traffic from entering
Factory Street from Water Street and thereby negate the poor sight line issue. With
the poor sight line issue addressed, Factory Street can be converted to two-way flow,
Factory Street’s existing 36-foot curb-to-curb width would accommodate a single
travel lane in each direction while maintaining the existing on-street parking on the
north side of the street. This change would require modifications to the Main
Street/Factory Street/Temple Street traffic signal. The City should consider
converting Factory Street to two-way, but only as part of the closure of the western
segment of Water Street.

West Pear] Street

Converting West Pearl Street to two-way flow would provide improved connectivity
to and from Main Street. The existing 36-foot curb-to-curb width along the segment
of West Pearl Street from Main Street to Elm Street would accommodate a single
travel lane per direction while allowing the City to maintain the existing on-street
parking on the north side of the street. However, because the segment of West Pearl
Street from Elm Street to Walnut Street is only 34 feet wide with on-street parking on
both sides of the street, the conversion to two-way flow would most likely result in
the loss of the existing on-street parking spaces on the south side of the street. In an
effort to minimize any loss of on-street parking, the City could consider reducing the
approximately 8’ wide sidewalk on the south side of the west end of West Hollis
Street by approximately 2 feet. This additional roadway width could accommodate
two 10’ travel lanes in addition to maintaining on-street parking on both sides of the
roadway.

This conversion to two-way operation would require modifications to the Main
Street/ East Pearl Street/ West Pearl Street traffic signal. Converting West Pearl Street
to two-way flow would best be accomplished as part of any reconfiguration and
redevelopment plan for the Walnut Street Oval.

Temple Street and East Pearl Streets
Converting either Temple Street and/or East Pearl Street from their existing one-way

operation to two-way flow would improve vehicular mobility. However, the
downside of the conversion would be the loss of on-street parking and/or an existing
designated bike lane. Temple Street's existing 34-foot curb-to-curb width
accommodates a single travel lane, a bicycle lane, and on-street parking on both sides
of the street. To convert the roadway to two-way flow with a travel lane and a bike
lane in each direction would necessitate the loss of parking on both sides of the
street. Similarly, providing two-way flow on East Pearl Street, which has sections as
narrow as 28 feet, would necessitate the loss of parking and the bike lane.
Additionally, based on public input, there does not appear to be much support for
converting either Temple Street or East Pear] Street to two-way flow. For these
reasons, it may be best for the City to leave Temple Street and East Pearl as currently
configured for the time being.

Spring Street
Converting Spring Street from East Hollis Street to East Pearl Street from its existing

one-way northbound operation to two-way flow would be relatively straightforward
as the roadway currently has two travel lanes in addition to on-street parking on the
east side of the street. However, the change would require modifications to the East

Executive Summary

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Hollis Street/Spring Street traffic signal. Also, patrons of the Post Office would no
longer be able to queue along one of the travel lanes when the parking lot gets
congested (as they do today) as the northbound traffic would be limited to one lane.
Nevertheless, if the City is committed to begin to convert some of its one-way streets
to two-way, Spring Street may be a good location to start.

Court Street and Park Street

Converting Court Street and Park Street to two-way operation would improve
mobility in the area and also enhance land development opportunities. Converting
Court Street to two-way operation would at a minimum involve modest
modifications, to the Court Street/Temple Street intersection such as removing the
raised channelized island on Temple Street. However, a better option would be to
initiate discussions with the owner of the 30 Temple Street property regarding the
potential redevelopment opportunities for the adjacent parcels, which perhaps could
include the reconfiguration of the intersection in such a way as to connect Spring
Street directly into the intersection. Also, given the offset configuration of the Main
Street /Park Street / Waiter Street intersection, it may be best to maintain the one-way
westbound restriction for the short (approximately 100’) western most section of Park
Street. Connection to Pearson Street would be maintained through the existing
parking lot. Prior to the City advancing the conversion to two-way flow along Court
Street and Park Street it would be advantageous to work with the owner of the 30
Temple Street property to consider whether a reconfiguration of the Court
Street/Temple Street intersection could be coordinated with any development
proposal.

Share the Road Philosophy
Providing additional designated bicycle lanes within the existing cross-section of the

Downtown streets would be difficult without sacrificing on-street parking. Although
there is strong advocacy for improved bicycle connectivity, there does not appear to
be strong support for providing designated bicycle
lanes along Downtown streets — particularly if doing
so would impact on-street parking. Nevertheless,
there are actions that the City can take to encourage
bicycle use and enhance the experience of bicyclists.
The City should continue to advance off-road
opportunities for connectivity such as the Nashua
Heritage Rail Trail and the Nashua Riverwalk. Bike
racks could be installed throughout the Downtown.
The City recently purchased bike racks as part of the
sidewalk reconstruction project and is currently working to identify locations where
the racks will be placed.

The City could also install more “Share the Roadway” signs, which serve to remind
motorists of the multi-model character of the Downtown. Moreover, in addition to
these specific actions, the City should, within the core of the Downtown, establish a
“Share the Road” philosophy. The concept of share the road stems from the idea that
all roadways within the core area of the Downtown should have a look and feel of an
area where motorists will expect to see and will be welcoming to pedestrians and
bicyclists. This is best accomplished by minimizing the pavement width of travel
lanes while maximizing the width of sidewalks and providing numerous areas
where people are encouraged to gather.

Executive Summary

@ Vanasse Hangen Brustlin, Ic.

Concurrent Pedestrian Signal Phasing

Together with the share the road philosophy, the City should consider providing
concurrent pedestrian signal phasing at all study area intersection. Concurrent
pedestrian signal phasing allows pedestrians to cross an intersection at the same time
as in the same direction and at the same time (concurrently) with motor vehicles and
bicyclists traveling in the same direction. This type of signal phasing, as opposed to
exclusive pedestrian phasing that only allows pedestrians to cross when vehicles on
all approaches to the intersection are stopped, would provide enhance both
pedestrian and vehicular mobility.

Next Steps

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This planning study identified a number of issues and potential solutions on a
conceptual basis. Some of the actions will require more detailed evaluation and
design and some may best be accomplished by, or in partnership with the
development community. However, there are steps that the City can begin to take
now to improve traffic circulation with the goal of enhancing the experience of those
who live, work, and visit the Downtown. These next steps are described as follows:

1. The City should maintain a consistent and continually reinforcing mullti-
model vision for the Downtown that will serve to guide decision makers
over the coming years.

2. Asan initial project, the City should consider converting Spring Street from
Hollis Street to East Pearl Street from its existing one-way northbound
operation to two-way flow. Doing so will necessitate modifications to the
East Hollis Street/Spring Street traffic signal at an estimated cost of
approximately $40,000.

3. The City should pursue the two-roundabout alternative at the Walnut Street
Oval. This action would serve to improve vehicular, pedestrian, and bicycle
mobility while also maximizing developable land. The economic
development potential of the area is tremendous. However, the costs are
substantial. The roadway reconstruction cost alone (not including land costs)
are estimated at over $2 million. A creative public/private partnership with
the City working closely with the development community could stimulate
economic development within this important part of the Downtown.

4. Upon the completion and opening of the Broad Street Parkway, the City
(perhaps in partnership with the NRPC) should conduct updated traffic
volume counts throughout the Downtown. Previous studies have estimated
diversionary effects of the Parkway. However, prior to committing to any
substantial modifications to the Downtown street system, the City should
obtain actual post-Parkway traffic volumes. This is particularly important in
assessing the increase in traffic demand destined to Main Street from the
Parkway.

5. The City should consider converting West Pearl Street to two-way operation.
However, to maintain parking on both sides of the roadway, the City would
need to reduce the approximately 8’ wide sidewalk on the south side of the
west end of West Hollis Street by approximately 2 feet. This additional

Executive Summary

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roadway width could accommodate two 10’ travel lanes in addition to
maintaining on-street parking on both sides of the roadway. This
modification to the sidewalk is estimated to cost approximately $20,000.

The City should be begin to evaluate the potential benefits of converting the
western segment of Water Street to a pedestrian corridor. Although this may
be a longer-term project, providing this pedestrian connection to the Nashua
River, particularly if the Walnut Street Oval area gets redeveloped, will
continue to reinforce the notion that Downtown Nashua is a pedestrian
friendly environment.

If the City converts the western segment of Water Street to a pedestrian
corridor, the City should then convert Factory Street to two-way flow.
Factory Street’s existing 36-foot curb-to-curb width would accommodate a
single travel lane in each direction while maintaining the existing on-street
parking on the south side of the street. This change would require
modifications to the Main Street/Factory Street/Temple Street traffic signal.

The City should consider converting Court Street and Park Street (with the
exception of the short section closest to Main Street) to two-way flow.
However, prior to advancing this action, the City should involve the
property owner of the 30 Temple Street office building. Converting Court
Street to two-way flow would, at a minimum involve modest modifications,
to the Court Street/Temple Street intersection such as removing the raised
channelized island on Temple Street. However, a better option would be to
initiate discussions with the owner of the 30 Temple Street property
regarding the potential redevelopment opportunities for the adjacent parcels,
which perhaps could include the reconfiguration of the intersection in such a
way as to connect Spring Street directly into the intersection.

Executive Summary

@ Vanasse Hangen Brustlin, Inc.

Introduction

i eS}
1.1. Project Background

Nashua’s Downtown serves an integral role in defining the identity and spirit of the
community. Main Street and the surrounding roadways that make up the Downtown
are places to gather, conduct business, and express the values that unite residents.
With this in mind, the City of Nashua retained Vanasse Hangen Brustlin, Inc. (VHB)
to evaluate existing traffic circulation within the Downtown and to make suggestions
on any needed modifications that might enhance the experience of those who live,
work, and visit the Downtown. The purpose of the study is to:

e Develop and evaluate potential actions to improve roadway and intersection
traffic flow with regard to mobility
e« Strengthen transit, pedestrian, and bicycle connections
e Enhance accessibility for residents and business within the Downtown.
The intent of the study is not to develop or recommend major reconstruction projects,

but rather, to identify modest actions that the City might consider implementing over
time.

EO ___——_—_
1.2 Study Area

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The project study area is generally bound by the Nashua River to the north, Spruce
Street to the east, East and West Hollis Streets to the south, and Pine Street to the
west. Main Street, which runs in a general north-south direction, bisects the study
area approximately in half. The soon to be completed Broad Street Parkway is
located on the western extent of the study area. The study area is depicted in
Figure 1.

Introduction

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@ Vanasse Hangen. Brustlin, Inc.

Existing Conditions

ES — eae
2.1 ~—_—‘ Introduction

The first step in this study is to establish a clear understanding of the existing
conditions within the Downtown study area. This chapter provides a description of
existing baseline conditions serving the various modes of transportation (automobile,
truck, transit, bicycle, and pedestrian) within the study area. Described and
summarized herein are the findings of the data collection effort, the development of
the baseline traffic volume networks and the results of the baseline operating
conditions. The existing transportation system, including roadways, public
transportation, bicycle, pedestrian facilities are also described and summarized.

——— SSS
2.2 Existing Facilities

B 2.2.1 Roadways

Traffic flow within the study area is primarily controlled along the major arterials of
Main Street, West Hollis Street, and East Hollis Street by a total of nine traffic signal
controlled intersections. In addition, the study area includes more than 50
unsignalized intersections. Most of the signalized intersections (i.e., all but the Pine-
Palm Street signals) provide turning lanes, while the majority of the unsignalized
intersections are single lane approaches. Most of the unsignalized intersections are
controlled by both pavement markings (STOP bars) and signage (YIELD or STOP
signs). There are a few exceptions (nine intersections) where pavement markings are
present, but no signage. These intersections are Clocktower Place at the Walnut
Street Oval, West Hollis Street at Beech Street, Quincy Street at Foundry Street,
Foundry Street at Holmes Street, Elm Street at Garden Street, Walnut Street at Cedar
Street, Spruce Street at Worcester Street, Spruce Street at Howard Street, and Spring
Street at Hosmer Avenue.

Numerous one-way streets are located throughout the study area. Factory
Street/Temple Street form an east-west one-way pair (couplet) with East and West
Pearl Streets. West Hollis Street forms another east-west couplet with Kinsley Street,
which is located just beyond the southern boundary of the study area. Factory

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Street/Temple Street carries eastbound traffic flow while East and West Pearl Streets
provide westbound flow. Traditionally, in a downtown grid network, one-way
streets would alternate between eastbound and westbound roadways. In Nashua,
East/West Hollis Streets are oriented for westbound travel while Kinsley Street is
oriented for eastbound travel. This reverse orientation can be challenging for
motorists who are unfamiliar with the area. There are also north-south one-way
pairs consisting of Pine Street with Palm Street, Ash Street with Vine Street, and
Chestnut Street with Walnut Street. These north-south one-way pairs do alternate
with northbound roads adjacent to southbound roads followed by northbound roads
again for most streets west of Main Street. An exception occurs just east of Main
Street where northbound Spring Street does not have a corresponding one-way pair.

Roadways throughout the east end of the study area, as well as East Hollis Street and
West Hollis Street, have posted speed limits of 30 mph. Posted speed limits
throughout the west end of the study area, as well as along Main Street, are 25 mph.

For the purpose of this study, the evaluation considers that the Broad Street Parkway
is complete and fully operational. The 1.8 mile roadway will provide a link between
Broad Street (NH Route 130) on the north side of the Nashua River and the West
Hollis and Kinsley Street couplet on the south side of the river. This roadway
connects the Millyard District directly to the north side of the river bypassing Main
Street. The Broad Street Parkway is intended to divert north-south traffic from Main
Street and provide greater access to the Millyard. Figure 2 shows the finalized
concept plan for the Broad Street Parkway in relation to the study area. Although the
Final Environmental Impact Statement and all supporting analyses identified the
Broad Street Parkway to be opened by 2017, the City has expedited the project and
completion is currently targeted as early as August 2015. Nevertheless, this study
considers 2017 as the baseline condition.

@ 2.2.2 Public Transportation

Public transit is currently provided within the study area by the Nashua Transit
System (NTS) with the Nashua Transit Center located on Elm Street adjacent Nashua
City Hall. NTS has provided public transportation since 1886 and has routes
extending throughout the City. Three major services are provided by NTS: Citybus —
a daytime fixed route service; After 7— an evening fixed route service; and City Lift a
paratransit and senior citizen service running on the same routes as Citybus with
expanded service areas. All routes begin and end at the transit center. The primary
roadways with transit activities within the study area are Elm Street (location of
transit center) Main Street, Temple Street/Factory Street and East/West Hollis Street,
The study area bus routes and bus stops are depicted graphically in Figure 3.

B 2.2.3 Bicycle and Pedestrian

Pedestrian amenities are important to encourage walking trips within the downtown.
Safe and efficient pedestrian mobility contributes to a vibrant downtown. Pedestrian
facilities within the Downtown consist primarily of sidewalks and crosswalks along

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Existing Conditions

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Figure 2

Broad Street Parkway

Concept Plan

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General Study Area Limits
Directional Traffic Flow

Nashua Transit Center
Approximate Bus Stop Locations

Bus Routes

Figure 3

Public Transportation: Bus Routes