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Introduction

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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:

* Develop and evaluate potential actions to improve roadway and intersection
traffic flow with regard to mobility
*« 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.

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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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LEGEND
7 General Study Area Limits

—_—— Directional Traffic Flow Figure I

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Future Traffic Signal

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@ Vanasse Hangen. Brustlin, Inc.

Existing Conditions

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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.

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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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Existing Conditions

@ Vanasse Hangen Brustlin, Inc.

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
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Nashua Transit Center
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Bus Routes

Figure 3

Public Transportation: Bus Routes

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Vanasse Hangen Brustlin, Inc.

public streets, but also include internal connections on and between building sites.

As shown in Figure 4, sidewalks are provided along nearly all streets within the
study area with only minor exceptions. Crosswalks are present at major roadway
intersections while midblock crossings are present along East Pearl Street, Main
Street, Temple Street, Pine Street, and Palm Street. There are walkways located
between buildings that provide pedestrian connectivity. One example is the
pedestrian connection linking School Street and West Pearl Street on the south side of
the School Street parking lot.

The Heritage Rail Trail is located on the west side of the study area parallel to West
Hollis Street. Starting at Main Street near City Hall, the Heritage Rail Trail extends
westward and parallel to West Hollis Street for approximately 1.3 miles. This paved
rail trail is shared by both pedestrians and bicyclists. While the trail has many
roadway crossings, it provides separation from the heavy traffic flow that can be
found along West Hollis Street.

Other than the Nashua Heritage Rail Trail, there are few defined bicycle facilities
within the study area. Defined bicycle lanes are provided on Temple Street, between
Spring Street and East Pearl Street, and on East Pearl Street, between Spring Street
and Temple Street. Temple Street and East Pearl Street are both one-way roadways
with marked parking generally on both sides of the roadway. Bicycle lanes are
marked and include both diamond and bicycle shaped identification markings.
Bicycle shoulders are also provided along Pine Street, Palm Street, and will be
provided along the soon-to-be completed Broad Street Parkway.

Also as shown in Figure 4, the Heritage Rail Trail and the bicycle lanes are not
connected. This may discourage recreational and young bicyclists from using these
existing bike facilities. Additionally, no bicycle racks were observed (observations
conducted in winter) which discourages the use of bicycles due to lack of

parking /storing opportunities. However, the City has recently purchased bike racks
as part of the City’s sidewalk reconstruction project. The City is currently considering
where best to locate the bike racks.

|
2.3 Traffic Operations

B 2.3.1 Traffic Volumes

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To determine the existing traffic volume demands and flow patterns within the study
area, a traffic volume count program was conducted in January 2013. Weekday
morning (7:00-9:00 AM) and weekday evening (4:00-6:00 PM) peak period manual
turning movement counts were conducted at select intersections to fill gaps in the
available historical data. Historical data was available from multiple sources
including Nashua Citywide Traffic Signals at Various Locations Project (2012), Pine
Street & Palm Street Improvement Project (2011), Broad Street Parkway Final
Environmental Impact Statement (2010), and automatic traffic recorder (ATR) counts
from the Nashua Regional Planning Commission (NRPC) (2002-2012).

Review of the hourly traffic volume variations for the average weekday condition at
three locations throughout the study area (Main Street north of East/West Hollis

Existing Conditions

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LEGEND
7 General Study Area Limits
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600 Feet

Bike Shoulder

Heritage Trail (multi-use path)

Figure 4

Pedestrians and Bicyclist Facilities

@ Vanasse Hangen Brustlin, Inc.

Street, East Hollis Street east of Main Street, and Chestnut Street north of West Hollis
Street) are shown in Figures 5 through 7 and depict a combination of commuter and
local driver characteristics. The commuter characteristics are reflected with the peaks
during the morning and evening rush hours. However, the relatively high traffic
volume maintained during the core hours of the day suggests that commuting traffic
is not the only major influence in this area and that traffic is generally steady
throughout the day. It should be noted that these hourly variation figures from 2011
and 2012 reflect existing travel patterns and may change once the Broad Street

Parkway is constructed.

Figure 5 Hourly Volumes - Main Street North of Hollis Street

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AVE WEEKDAY === = AVE SATURDAY === + AVE SUNDAY === Southbound Northbound
Crcteaen Suitrmnerecinepenead = LO Existing Conditions

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@ Vanasse Hangen Brustlin, Inc.

Figure 6 Hourly Volumes - East Hollis Street East of Main Street

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Guan suougenrraraiead 14 Existing Conditions
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