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> Water Street/Park Street (LOS EB),
>» Factory Street/Temple Street (LOS D), and
>» East/West Pearl Street (LOS D).

Poor operating conditions are further reflected at the following Main Street
signalized intersections located just north of the study area:

>» Franklin Street /Canal Street (LOS E), and
» Library Hill, Amherst Street /Lowell Street/Concord Street (LOS E/F).

As shown in the Table 1, the above listed Main Street intersections are forecast to
improve by at least one level of service with the construction of the Broad Street
Parkway (which draws traffic away from Main Street as an optional north/south
arterial). A similar level of service improvement (by one level) is also forecast for
signalized intersections (i.e., Franklin Street /Canal Street and Library Hill to LOS D)
located outside the Downtown circulation study area.

Existing Conditions

MAYOR’S REPORT ON OPIOID TASK FORCE MEETING OF JANUARY 21, 2016

It is imperative that we streamline and improve communication regarding our efforts to combat
the opioid epidemic plaguing our community.

In Nashua we are an important part of the state-wide effort to combat substance use. Going
forward, we must exhibit community leadership that sets a strong example for communities
across New Hampshire.

On January 21, 2016, I hosted a meeting of the Opioid Task Force which is committed to two
major goals:

e Improving communications between groups that deal directly and indirectly with the
issue of substance abuse

e Identifying the strengths and limitations of our current system and making suggestions
regarding what successes can be built upon and what anti-opioid efforts can be improved

Overall Conclusions of the First Opioid Task Force Meeting

© There was widespread mutual respect amongst the organizations represented at the Task
Force meeting. Organizations were up front about the contributions they could bring, and
open to suggestions about what else they could offer. Additionally, all parties agreed that
there was a need for better communication, and they left with a commitment to that
communication.

o Social services organizations and public entities are not the only groups or individuals
ready to take on this issue. The group identified that there was an “army” of family
members, people in recovery, and those that have lost loved ones who would make an
incredible volunteer corps in these efforts.

o The group recognized that not every pathway to recovery is the same, or requires the
same resources. Some people need sixth month treatment, others may need intensive
outpatient services, and others may simply need a recovery group. A comprehensive plan
responds to all of these pathways.

Participants

Representatives from all of the following organizations participated in the first meeting of the
Opioid Task Force:

NH State Legislator American Medical Response

Harbor Homes & the Partnership for Nashua Police Department
Successful Living/Keystone Hall

Nashua Division of Public Health and
Community Services

Greater Nashua Mental Health Center
Rivier University

Lamprey Health Care H.E.A.R.T.S. Peer Support

Southern New Hampshire Health Systems, United Way of Greater Nashua

Behavioral Health Hillsborough County Drug Court

Nashua Fire Rescue Nashua Prevention Coalition

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Table 1
Signalized Intersection Analysis Summary

2017 No Action

v/c* Delay** | LOS***
Pine Street at Ledge Street/Central Street AM 0.50 24 Cc
PM 0.56 23 Cc
West Hollis Street at Pine Street AM 0.45 3 A
PM 0.51 3 A
Main Street at Water Street/Park Street AM 0.51 18 B
PM 0.52 25 Cc
Main Street at Factory Street/Temple Street AM 0.38 16 B
PM 0.46 26 ce
Main Street at East/West Pear! Street AM 0.50 21 Cc
PM 0.47 22 Cc
Main Street at East/West Hollis Street AM 0.54 29 c
PM 0.69 45 D
West Hollis Street at Elm Street AM 0.41 8 A
PM 0.48 11 B
East Hollis Street at Spring Street AM 0.39 28 Cc
PM 0.42 43 D
East Hollis Street at Spruce Street AM 0.60 35 D
PM 0.74. 5] D
West Hollis Street at Palm Street AM 0.58 29 Cc
PM 0.78 46 D
Central Street at Palm Street AM 0.38 23 Cc
PM 0.44 19 B

* Volume to Capacity Ratio.
™“* Delay in seconds per vehicle
*** Level of service.

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Existing Conditions

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2.3.3.3 Unsignalized Intersections

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19

As summarized in Table 2, most of the unsignalized intersections have turning
movements operating at good levels of service (LOS C or better) during the peak
hours. However, three intersections have one or more side street approaches
operating at LOS D or worse. The Quincy Street stop-controlled approach to East
Hollis Street operates at LOS D during the weekday evening peak hour. The Vine
Street stop-controlled northbound approach to West Hollis Street operates at LOS D
during the weekday evening peak hour. Finally, the Chestnut Street intersection
with Factory Street (which is part of the Walnut Street Oval) operates at LOS F
during the weekday evening. All of these poor levels of service occur on the minor
legs of unsignalized intersections where long delays are a result of the high through
volumes on the major intersection legs, making it challenging for side street
motorists to enter onto major roadways.

Existing Conditions

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Table 2

Unsignalized Intersection Analysis Summary

2017 Weekday Morning

2017 Weekday Evening

Demand* Delay** LOS*** Demand Delay LOS
Central St. at Ash St. Central St WB 520 1 A 490 1 A
Pleasant St. at Elm St. Pleasant St EB 5 9 A 15 10 A
Elm St NB 90 1 A 85 1 A
School St. at Walnut St. School St EB Left Turns 260 12 B 323 14 B
School St EB Left-Through 150 11 B 197 a3 B
West Hollis St, at Ash St. W Hollis St WB 830 1 1085 1 A
Ash St SB 30 16 C 20 18 c
Central St. at Vine St. Vine St NB 60 15 B 130 16 Cc
Chestnut St. at Central St. Central St EB 85 9 A 105 10 A
(driveway) Chestnut St 5B 125 0 - 240 10 B
West Hollis St. at Walnut St. Walnut St NB 110 15 B 105 19 Cc
Main St. at High St High St EB 40 13 B 80 12 B
Main St NB Left Turns 45 9 35 9 A
School St. at School St. Merge School St (Merge) EB 80 10 A 170 10 B
Worcester St. at South St. South St SB 10 9 A 20 9 A
Chestnut St 5B Left Turns 53 7 A 113 8 A
Chestnut St. at School St. Merge Chestnut St 5B Left-Through 193 1 A 272 2 A
West Pearl St. at Walnut St. W Pearl St WB Right Turns 240 8 A 325 9 A
Walnut St NB 120 7 A 175 8 A
Central St. at Myrtle St. Central St EB 400 1 A 390 1 A
Myrtle St SB 10 13 B 30 13 B
Chestnut St. at Factory St. Chestnut St SB 95 32 D 80 152 F
Factory St SW 485 a A 735 9 A
Chestnut St. at Central St. Chestnut St SB 500 10 B 645 11 B
Central St EB 330 10 A 350 10 B

* Demand in vehicles per hour,

** Delay per vehicle expressed in seconds.

*** | evel of service.

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Existing Conditions

@ Vanasse Hangen Brustlin, Inc.

Table 2 Continued

Unsignalized Intersection Analysis Summary

2017 Weekday Morning 2017 Weekday Evening
Demand* Delay** LOS*** Demand Delay LOS
Walnut St. at High St. High St WB Right Turns 25 9 A 110 10 B
Walnut St NB 730 6 A 920 6 A
Pleasant St. at Walnut St. Pleasant St WB Right Turns 10 9 A 35 9 A
West Hollis St. at Chestnut St. W Hollis St WB 735 1 A 910 1 A
Chestnut St SB 205 14 B 335 17 c
Factory St. at Walnut St. Merge WB Left Turns 235 12 B 350 16 Cc
Worcester St, at Spruce St. Worcester St EB 15 10 A 40 il B
Worcester St WB 10 10 A 10 10 B
Spruce St NB 145 1 A 185 A
Spruce St SB 185 0 A 340 A
Factory St. at Water St. Factory St EB 390 3 A 570 4 A
Water St SB 270 10 A 355 10 A
Clocktower Place Merge Clocktower Place SB 55 3 A 60 9 A
East Pearl St. at Spring St. E Pearl St WB 385 11 B 305 li B
Spring St NB Left Turns 95 9 A 180 10 A
Spring St SB Right Turns 25 8 A 40 8 A
Cedar St. at Elm St. Elm St NB 90 0 - 80 1 A
Walnut St. at Cedar St. Cedar St WB Right Turns 5 5 A 10 9 A
West Hollis St. at Vine St. Vine St NB 60 16 c 130 29 D
Temple St. at Spruce St. Temple St WB 385 3 A 330 5 A
Spruce St NB 140 14 B 185 21 C
Foundry St. at Quincy St. Foundry St WB 10 9 A 10 5 A
Foundry St. at Mason St. Mason St NB 30 1 A 50 1 A
East Pearl St. at Holmes St, E Pearl St WB 420 1 A 340 i A
Holmes St NB Left Turns 5 11 B 5 11 B

© Demand in vehicles per hour.

** Delay per vehicle expressed in seconds.

*** | evel of service.

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Existing Conditions

@ Vanasse Hangen Brustlin, Inc,

Table 2 Continued

Unsignalized Intersection Analysis Summary

2017 Weekday Morning 2017 Weekday Evening
Demand* Delay** LOS*** Demand Delay LOS

Foundry St. at Holmes St. Holmes St $B Right Turn 5 8 A 5 8 A
East Pearl St. at Mason St. E Pearl St WB 420 1 A 330 1 A
Mason St NB Left Turn 20 12 B 25 ii B

Worcester St. at Mason St. Worcester St WB 30 9 A 15 9 A
Worcester St. at White Ave. White Ave SB 5 8 A 5 8 A
East Pearl St. at White Ave. E Pear! St WB 420 1 A 330 1 A
White Ave NB Left Turn 5 11 B 5 il B

East Pearl St. at Temple St. Temple St WB 345 1 A 255 1 A
Temple St SB 270 15 Cc 505 23 c

Temple St. at Cottage St. Temple St EB 320 2 A 405 1 A
Cottage St NB 25 11 B 25 11 B

Cottage St SB 20 12 B 70 13 B

East Pearl St. at Quincy St. E Pearl St WB 420 2 A 340 2 A
Quincy St NB Left Turn 35 13 B 35 12 B

East Pearl St. at Cottage St. Cottage St $B Right Turn 25 il B 25 10 A
Temple St. at Spring St. Spring St NB 250 12 B 305 14 B
Temple St. at Cottage Ave Temple St EB 275 1 A 450 1 A
Cottage St. at Cottage Ave Cottage Ave WB 5 9 A 5 9 A
East Hollis St. at Quincy St. E Hollis St EB 465 1 A 475 A
E Hollis St WB 660 0 A 710 A

Quincy St SB 70 23 c 90 29 D

East Hollis St. at Mason St. E Hollis St EB 485 1 A 500 1 A
Mason St SB 40 20 Cc 20 22 c

Spring St. at Hosmer Ave Hosmer Ave EB 5 10 A 5 10 A
Spring St NB 255 2 A 375 0 A

* Demand in vehicles per hour,

** Delay per vehicle expressed in seconds.

*** | evel of service.

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Existing Conditions

@ Vanasse Hangen Brustlin, Inc.

Table 2 Continued

Unsignalized Intersection Analysis Summary

2017 Weekday Morning

2017 Weekday Evening

Demand* Delay** LOS*** Demand Delay LOS
Temple St. at Court St. Temple St EB 290 1 A 415 1 A
Church St. at Court St. Church St WB Right Turn 10 a A 50 9 A
Elm St. at Garden St. (north) Garden St WB 25 il B 140 10 B
Elm St SB 145 4 A 125 2 A
Elm St. at Garden St. (south) Garden St WB 10 9 A 85 11 B
Elm St SB 80 1 A 165 1 A
Pleasant St. at Beech St. Beech St NB 5 9 A 15 9 A
West Hollis St. at Beech St. Beech St NB 10 11 B 10 13 B
School St. at High St. High St EB 30 4 A 45 1 A
School St NB Left Turn 5 9 A 5 9 A
School St NB Right Turn 20 8 A 20 8 A
Garage SB Left Turn 5 9 A 20 9 A
Garage SB Right Turn 10 9 A 15 9 A
Water St. at Mechanic St. Mechanic St WB 15 10 A 100 ps B
West Pearl St. at Elm St. W Pearl St WB Left Turn 145 7 A 125 7 A
Elm St NB Right Turn 40 13 B 115 14 B
Pine St. at Bagshaw Building Bagshaw Bldg. EB 25 13 B 65 14 B
Clocktower WB Left-Thru 35 15 i 45 20 &
Clocktower P| WB Right 25 11 B 65 15 B
Pine St NB Left Turn 30 9 A 20 9 A
Pine St SB Left Turn 30 a A 30 9 A
Pine St. at Green Building S. Drive Gate City Dr EB 10 13 B 20 15 c
Green Bldg. WB 5 14 B 25 16 Cc
Pine St NB Left Turn 15 9 A 10 9 A
Pine St $B Left Turn 10 8 A 5 3 A
Pine St. at Myrtle St. Saigon Market EB 20 13 B 25 16 c
Myrtle St WB 25 13 B 25 15 c
Pine St NB 495 1 A 715 A
Pine St SB 540 1 A 665 A

* Demand in vehicles per hour.

** Delay per vehicle expressed in seconds.

*** | evel of service.

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Existing Conditions

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B 2.3.4 Crash Evaluation

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24

Crash data for the years 2002 through 2010 were gathered for selected locations from
the NHDOT crash database. The data was reviewed to identify high crash locations
within the study area and the characteristics of the crashes occurring at these
locations. Table 3 provides a summary of the crash history. Note that crashes
reported for the intersections of Pine Street with Central Street and West Hollis Street
are before Pine Street became one-way southbound as part of improvements for the
Broad Street Parkway.

A total of 402 crashes occurred at the selected locations during the nine-year period.
This equates to an average of 45 crashes per year (with a high crash total of 80 in 2006
and a low of 22 in 2005). Fifty percent of the crashes resulted in a personal injury
with the other fifty percent resulting in only property damage. No fatalities were
identified and of the injury related crashes, only six were identified as resulting in a
severe injury.

The majority of crashes were identified as general motor vehicle crashes (76 percent)
with some rear-end (5 percent), sideswipe (1 percent), and angled (6 percent) crashes
also identified. The remaining crashes include fixed object crashes, bicycle crashes,
and pedestrian crashes. Crashes with vulnerable road users (pedestrians and
bicyclists) make up 9 percent of the total crashes.

There were 26 (6 percent) pedestrian related crashes. No discernible pattern is
present for locations where pedestrian crashes occur, but there were five
intersections out of fifteen locations where more than one pedestrian crash occurred.
The Main Street intersection at West Hollis Street /East Hollis Street identified the
most with eight pedestrian crashes. Note that this intersections experiences the
highest volume of traffic in relation to pedestrian crossings. Additionally, 18 of the
26 (70 percent) pedestrian/vehicle related crashes occurred at signalized
intersections that have pedestrian crossing signals. Crash data was inconclusive as to
whether these crashes at the signalized intersections were a result of pedestrian
crossings against the solid “Don’t Walk” signal.

Twelve bicycle crashes occurred at seven intersections. The signalized East Hollis
Street intersection at Spring Street had four bicycle crashes. None of the bicycle
crashes were in areas where there are existing bike lanes or multi-use paths.

Figure 11 illustrates the average number of crashes per year. The Main Street
intersection at West Hollis Street/East Hollis Street has the most reported crashes.
With an average of more than 10 crashes per year, 96 crashes were reported at the
Main Street intersection with West Hollis Street/ East Hollis Street. While this
intersection has the most identified crashes, it also experiences the highest volume of
traffic in the study area. No type of crash or trend was identified through the
available records at this location. Figure 11 also identifies 10 locations where crash
history is between one and five crashes per year and 14 locations where less than one
crash per year has been reported. The only general pattern observed from the crash
data is that locations with more traffic control, traffic signals and all-way stop
control, experience larger numbers of crashes.

Existing Conditions

@ Vanasse Hangen Brustlin, Inc.

Table 3
Crash Summary

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YEAR
2010 6 10 15] 6 4 4 1 3 2 l J 2 1 | 59 | 15%
2008 9 F317) 711 1 6 1 2 6 2 1,1 1 i l 61 | 15%
2008 6 2 9, 13, 4 l 3 l Ll l l 2 1] ] I ] 48 12%
2007 1 7 3 11 | 9 1 3 2 2 a 2 ] 1 1 1 48 12%
2006 6 10) 4 13) 13) Pt ii) be 2] td 3 7.4 L 3 ELS, 71 a0 | 20%
2005 2 ] ] 5 6 ] 2 ] 2 1 22 5%
2004 Se e634 DIT Pe ys 141 30063 2 To
2003 2 6 1) 2,1 .1 1) 3] 1] 4 l I 26 | 6%
2002 1 214100 11 3 3 1 3 2 z | 4] TH
Total 30 42 | 34) 96 430 5 | 8 A 1 5 | 2 5 | | 2 | 2 | 402 | 100%
TYPE
Other Motor Vehicle 26 39 21 69 340 4 4 9 16 1 8 9 1 19) 10 2 2 4 3 2 3 4 2 ] 304 | 76%
Rear-end Lj 2p ey 2/43 1 1 2 22 | 5%
Angle ] 5 1 2 1 4 3 2 4 2 25 6%
Sideswipe 1 2 3 1%
Bicyclist | 1 1 lL l ] 12 | 3%
Pedestrian zit en i l z 1 a! 1/2 1 1 ] 26 | 6%
Fixed Object/ Other Object 2 at 2 I 2 1 10 | 2%
Total 301.42) 24) 96 43) 5 | 8 | a4 2 1) 1g 1s |) 2 a) a) 37 4 | 2 | 2 | 402 | 100%
SEVERITY
Property Damage 17 | 26) 12 | 46) 24/ 1 1 ll 6 3 6 1 is 10 3 1 z 2 2 2 3 2 1 200 | 50%
Severe Injury | 1 l 1 1 1 6 1%
Non-incapacitating Injury 9. 9) 8 oy a4) sy, 2) Ss th) 1) 6 | 4 10 2 3 | 28%
Possible Injury 4) 7) 3] 20), 5'/ 1 ie ee! ae oe 69 | 17%
Personal Injury 24 35 I ] } | 2 I l 14 | 3%
Fatality 0 | 0%
Total 30. 42) 24 96 «43 5 8] wiz] 1 3) 15) 2 ].31) 41 3 3 7 1 3 3 4 4 2 2 | 402 | 100%
DAY OFWEER
Mon-Fri 2?) 34) 16] 71) 32) $5 6 18,19 1 Be) ab 2.) 2 pds 2 1 4 1 2 3 3 4 2 1 | 311 | 77%
Sat-Sun 3 JN) 8 | 25) i 2 | gi 3 44 4] 1)/31),2 {3 1 1 1 | 9) | 23%
Total 30) 42) 24) 96) 43005 | 8 BS | 2 |B 3 8 T | T 4 A 2 | 2 | 402 | 10
SURFACE CONDITION
Dry 23 | 33! 21.) 65533) 5.1 5 | iF 15 7 MW) 2 aN a at Lia 3 4 al 2 | |]
Wet 5 | 9 | 3.) 27) 6 3/8 & |] 1] a) 2 a | 3 l 81 | 20%
Snow / Ice 2 4 3 l 2 1 13 3%
Other’ Unknown 1 1 2 0%
Total 300-4204 96S 8) 4. Bid 13515] 2/31) 4M) 3 a 7 l 3 3 4 4 2 2 | 402 | 100%
Clear! Cloudy 24°36 220 81 3 5 | 5 | 17 618 8 13 2 HM 12 39 3 F 1 #5 3 4/4 J 2 | 338] b4%
Rain 5 6 2) 12) 7 3 6 4 1 5 1 1 2 1 56 | 14%
Snow / Ice 1 244 1 I 6 1%
Other/ Unknown 1 | 2 (%
Total 00420240 96 5 Ad 2 A LT ld 5 A A 2 | 402 | 10
LIGHTING
Daylight 24423 #16 #43 «3)])64 6 1 4 1 7 oi 1!'26 13.1 3 4 ] 3 4 3 I 258 | 64%
Dawn = eT 1 4 1%
Dusk 1 I 1 3 1%
Dark - Street Lights On 6 WwW 8 46 1 1 2 5 § 5 3 Sli 4 2 3 2 | 124] 31%
Other! Unknown 1 4 1 Z | | 1 1 1 13_ | 3%
Total 30.42 024 96 48K BS 2) AUD CLT GZ A A 2 2 | a | 10
SEASON
Winter (Dec-Feb) 5 6 § 24 17 1 3 4 Fs 5 7 4 1 3 2 2 l 95 | 24%
Spring (Mar-May) 6/682 | Re Ls) eS oe SOE UE: 2 do) TU Pd 88 | 22%
Summer (Jun-Aug) 7 WE) 2) 7 | ll 6 ] 3 4 ] 5 3 3 1 1 ] ] 107 | 27%
Fall (Sept-Nov) 2 121-4) 28 7 4 l 5 7 4 4 Lr. 2 1 4 1 1 l l 112 | 28%
Total 30.242 240 96 43 5 HBS 8A Zt | 402 | 10%
Source; New Hampshire Department of Transportation
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