Search

Board of Aldermen — 1/26/16 Page 7
Alderman Dowd

The two union contracts that are on here; | would ask that the members on the Budget Review
Committee to review those and if you have any questions to please send them to me and I'll get the
answers from the school department and forward them on to all of the Aldermen. It would be real helpful
to have reviewed the two packages and have your questions answered beforehand so we can have a
shortened discussion when we discuss it at the Budget meeting.

Alderman Siegel

The Substandard Living Conditions Committee will meet next on February 11'". We've reached out to
the landlords of some of the properties that we have talked to and we will see what happens, hopefully
we will get some responses and see what they have to say.

ADJOURNMENT

MOTION BY ALDERMAN WILSHIRE THAT THE JANUARY 26, 2016, MEETING OF THE BOARD OF
ALDERMEN BE ADJOURNED

MOTION CARRIED

The meeting was declared adjourned at 7:59 p.m.

Attest: Patricia D. Piecuch, City Clerk

@

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

\whb\pro)\Bedlonfi52700 00 Nashua
(Caredaton StudinepartsiFinal RaportFinal

Report docx

12

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

1/19/2015 \\nh-bed\projects\52700.00 Nashua Circulation Study\cad\ts\planset\ReportFigures.dgn

W. Hollis Street

a2 || ay t

Park Street
& <_
@
os
oO ®
2
zt
5
oO
® oO
Factory Street
—> —>
a $
wo
High Street <
oc
Myrtle Streez =
{ School Street
—>
—>- ~—— _W. Pearl [Street ~“<— ‘
I Central Street Hosmer Ave
i Cedar Street
i
& i t
So &
es
é i 4 Pleasant Street Eldridge Street
i { t Y i
oO
i t o £
° 3 8 a 2 e E
i ® Oo B a 3 A D Ww
i a £ iS 2 a e $
1 2 a < > 2 ie 2
. £ Oo = __
——————— —_ =— ~

tS cholo
Y

ey
®&
*&
©
®
®
®
®&
&
Se
&
&
&
~
&
&
e
&
&
Olta ~~
qe Ave ~~.
~
\e
~~ ~e-
f .
o Tem Sey
£ Ple Stree ; 7
8 _—>~ a
& <—_ =< i
<—_— E. Pearl Street a
3 a
L 3 Sal 4
4 ® a D 2° |g 4
i c = 2 a
o o 9 = B
bes a £ is 4
2 5 2 a
a Co Worcester Street i
P aii ic
a Foundry Street

t

E. Hollis Street

LEGEND
7 General Study Area Limits
~<—_— Directional Traffic Flow
Crosswalks
No Sidewalk

Signed/Striped Bike Lanes

2 ee

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

1,600
1,400
1,200 4
3
= 1,000 ~——— -
a 800
w
2
£ 600 -
£
>
400
~ ;
200 te bs af
0 Fy T T T T T T T T T T T T T T T T T T T
1:00 3:00 5:00 7:00 9:00 11:00 1:00 3:00 5:00 7:00 9:00 11:00
AM AM AM AM AM AM PM PM PM PM PM~— PM
Time of Day (September 2012)
AVE WEEKDAY === = AVESATURDAY =< + AVE SUNDAY === Southbound Northbound
Crcteaen Suitiemenrecinepeneia = LO Existing Conditions

Report docx

@ Vanasse Hangen Brustlin, Inc.

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

1,000

900

800 a x
700 = ete. i ==
600 [ / ZN =

[| ts Si NY

400 +—

Vehicles Per Hour

300 3 AA.

900 ‘<-> Ht __ M
100 —_——s a W/

0

1:00 3:00 5:00 7:00 9:00 11:00 1:00 3:00 5:00 7:00 9:00 11:00
AM AM AM AM AM AM PM PM PM PM PM _~— PM

Time of Day (May 2011)
—= =—AVE SATURDAY == + AVE SUNDAY AVE WEEKDAY
Figure 7 Hourly Volumes - Chestnut Street North of West Hollis Street
350
300 f \
Zs * “a
oO — — Mei”
= 200 / z 7 ~\ 2% | \
& me aN \ \
w .
a
= 150 i i »
(=)
2 / is a \\
> 100 / - JF — —-\ 7 7
50 a 4 = = s
JF id :
0 T = a T T “T T T T T T T T Tr T

1:00 3:00 5:00 7:00 9:00 11:00 1:00 3:00 5:00 7:00 9:00 11:00
AM AM AM AM AM AM PM PM PM PM PM~— PM

Time of Day (September 2012)

AVE WEEKDAY eee @ AVE SATURDAY ome + AVE SUNDAY

Gubansiueerrarsied: 24 Existing Conditions

Report. docx

@

Vanasse Hangen Brustlin, Inc.

B 2.3.2 Seasonal Variation

The New Hampshire Department of Transportation (NHDOT) “Policy Relating to
Driveways and Access to the State Highway System” requires that traffic studies
consider traffic operations based on “peak month” conditions. This methodology
provides a conservative approach to traffic forecasting for situations where studies
can ultimately result in the design of roadway or intersection improvements. For this
reason, the traffic volume data used for this evaluation were adjusted to reflect a
peak month. Historical traffic data from nearby NHDOT permanent count stations
were reviewed to determine seasonal traffic variations throughout the City of
Nashua. The data indicates that June typically represents the peak month condition.
Therefore, the weekday peak hour traffic volumes collected in January were
increased by 15 percent to reflect June conditions. Historical traffic data was
adjusted to reflect June conditions as necessary.

Base condition traffic volume networks were developed for the 2017 weekday
morning and weekday evening peak hours using the traffic volumes counts
conducted for the study, historical traffic data, and the completion of the Broad Street
Parkway. Worst case morning and evening peak hour networks were developed
using the individual location peak hours to provide a conservative analysis. Figures
8 and 9 depict the 2017 traffic volume networks for the weekday morning and
evening peak hours, respectively. The 2017 volumes are considered the existing or
No Build conditions for the purpose of this report.

B 2.3.3 No Action Traffic Operations

\whb\proBedlord\52700.00 Nashua
Cioulation Stud\ireports\Final Report Final
Rapor dock

15

Measuring the volume of traffic throughout the study area roadways and
intersections quantifies the vehicular traffic demand, but does not give an indication
of the quality of traffic flow. To assess the quality of traffic flow, capacity analyses
were conducted to determine how well the intersections serve the traffic demands
placed upon them during peak hours. The evaluation criteria used in the operational
analyses is based on the methodology presented in the 2000 Highway Capacity
Manual .

The primary result of an intersection capacity analysis is the assignment of level of
service (LOS), which is a qualitative measure describing operational conditions. The
capacity analysis utilizes factors such as speed and travel time, density or freedom to
maneuver, traffic interruptions, comfort, and convenience to provide an index to
quality of traffic flow. Six levels of service are defined ranging in letter designation
from LOS A to LOS F, with LOS A representing the best operating conditions and
LOS F representing the worst.

v

1
2000 Highway Capacity Manual, Transportation Research Board, Washington, D.C.

Existing Conditions

3/5/2013 \\nh-bed\projects\52700.00 Nashua Circulation Studyicad\ts\planset\ReportFigures.dgn
a
0
©
®
®
22 %
Jt te *
~-_ ‘s &
¥ Park Street %%
ose 10S + t Se
x 28 &
® &
“ 2 *’
3 & "~
a 5 7
c ° &
= °
S &
= &
x
2 Ott, &
; Factory Street i Lon ‘ a9e 4 ~~.
> 1 &
a tis we a Bate st Se 7
ov” <_— 250 oy 7 250 —> ko &
oy S46 fe <.
2 e wy a8 eo 20 8g . aoe wf “s
ts 4g «= High Street «= J Gena 2} 8 od ~
4 4 " Temple ~~.
t i 15 4 (~ 20 4 t ® i Stre
Myrtle Street se ee ok "YY 28 ae) Bnd a
‘ 52 Ss “0 a
« School Street O/9 100 —48 ~~ 5
. hos 9 <—350 —_—? - 20 o 5 £ a
2 28 Ne 70 275
Pa ot = JS jks Jus £ 6 + 4 me é
ae earl Stree \ “ Lf
Y - Bhi oo t *\ W. Pearl Street a “t E.P # 2 s ee a
Wess ats Central Street <0 °° 4, . ee % a g £ a
ris von <—400 r* oY anaige—sis ae {Lr ab © S £ ” a
woe gee ON a ® Hosmer Ave 8 o 8 2 6&
i ge v sas ee 4, CedarStreet J} te a an £ 3 a
5 - a @ = = a a
i foo t . r ® S £ go a 5
on . y B 3 + Wwiee HPO f
x og > ° ~o
o ft 4_,, Pleasant Street J | = ets og #8 scare
er o Pleasant § | é lee 31 iSy
\s te 9st Ate, Eldridge Street 41 Veg 4
i ge oe vy L "8 gs t Foundry Street of a
I 3 tr & a
= ~ > o D o ~— 83 S
F . 8 ® 8 H 8 8 3 S a
t 3 B B B 3 B B 5 g Tf
5 3 E 5 2 5 3 § £ & 4
@ a < > 2 a 2 Ww a
a a so. = . ae te eg tm a
8R Ot «er +— 780 ,ts | +500
: 28 & eae ke 4h xa am of 7 eo dike ks Seg a se ’
iojie- ce Jes x at st st ate wt ate JL se Sits. Jji te wf
i e W. Hollis aR ¥F ae ahs mo neg eo E-Hollis Street we. &
i + { 470—» ‘05 % tr a
a ae 4 8a9 a
eee ee

LEGEND @

7 General Study Area Limits

Figure 8

2017 Weekday Morning
Peak Hour Traffic Volumes

(Including construction of the

ee Broad Street Parkway)

0 300 600 Feet

3/5/2013 \\nh-bed\projects\52700.00 Nashua Circulation Studyicad\ts\planset\ReportFigures.dgn
a
0 ®
®
®
g2 %.
de J {100 &
+ 10 &
45 &
. ¥ "Park Street &
SF wat .
3 By ag \e
3 ~~
“ye 3 é 2
= t i
” 5 &
£ 8 &
S &
= & ~~
&
; $8 Ottage 4 7
J Factory Street lu tes t we
> _S PON
phe 2 mig at . “s
Ie 15 7 sao £8 & ~~
“te ares is *
a ¢ NF ft tw a& ee te “fe.
/ % 4... HighStreet J 4<«« #4 is ed Te 7
™m,
te star wt $/.. PS Streep, “7
Myrtle Street &8 “8 “Y 8g £ e owt a
os
t School Street Sa _—us = os a
, o & g <—710 —S * a ~
3 %, tc 210 re —to & Ans @ dz e* € 4 4 20 nie a
oN te 8 hws va #4 v a 20 Pearl Street 4 4 g © 70 5 P a
ear \ © .
. H oe t ‘| W. Pearl Street a “t E. a ® < 83 a
2 80 ge g = * ns L 5 ’ ©
RFit =F Conta Street =o Fits ae fe i 5 o 2 & /
r ee 4 s+ smo oN oe ® Hosmer Ave o an 2 2 =
a8 7 05> 28 4, CedarStreet | + a ” = £ 3 a
i 3 q 10 ° ~ ” oO = = “a
ge t ee 8 3 E eo tis 4
a é “1 E £ : jue® 3 4
> I . ag a 5 x Jee SP
ge 2g 2 ¢ tr fos @
Rg i _,, Pleasant Street 24 5 ets J &a svire og
5
e i tr aye vt, AT & Eldridge Street ” be Ha “s* air a
i ge “e aa , °F e t Foundry Street °4 “
i 3 tr 2 a
= ~ > = D o ~~ 83 S
r 8 3 ° ib 8 8 3 S a
i ® & 5 B 3 a a e 4
s o c ~ < 2 a
i a E s e % 2 S £ &
@ ¢ < > g G ® w a
£ o <= &
Hoe ween ou ete ne ke ’
= -=) 785 + 920 ,7 7 580
' 5 e Se «i000 &s, 7) * xe aa of -* oe AVG pm ds BB ae /t 4
© 15 ee 2
je we at st It \t at ate Ate Siam dite sjixs fs
' +t W. Hollis ge = #8 xs" mm agg ‘oe E. Hollis Street 94 ot 4 . f
L 430—» 415mm a
22 40 8&8
i vo
ee

LEGEND @

7 General Study Area Limits
Figure 9

2017 Weekday Evening
Peak Hour Traffic Volumes

(Including construction of the

ee Broad Street Parkway)

0 300 600 Feet

@

Vanasse Hangen Brustlin, Inc,

The level of service designation is reported differently for signalized and
unsignalized intersections. For signalized intersections, the analysis considers the
operation of all traffic entering the intersection and the level of service designation is
for the overall conditions at the intersection. Unsignalized intersection analyses
assume that through traffic on the main line is not affected by traffic on the side
streets. Thus, LOS designations are for the turning movements at the intersections
and not for the overall intersection.

Figure 10 summarizes the results of the level of service analyses for the study area
intersections, which are also documented by volume-to-capacity (v/c) ratio and
average delay in Tables 1 and 2. It is noted that the intersections of Central
Street/Ledge Street at Pine Street and Central Street at Palm Street are currently
unsignalized intersections. As part of the Broad Street Parkway construction, the
intersections will be placed under traffic signal control. Traffic operational analyses
were completed for the baseline (with Broad Street Parkway) weekday morning and
weekday evening peak hours.

2.3.3.1 Signalized Intersections

All study area signalized intersections are part of a signal system with time-based
coordination plans. The timing used for the signalized intersection analysis comes
from the Nashua Citywide Traffic Signals at Various Locations Project (2012) for the
majority of the signals. The Central Street intersections with Pine Street and Palm
Street are expected to be integrated into the signal system as part of the Broad Street
Parkway construction project (plans are currently under development) and therefore
intersection timings have been assumed that complement the system timings at
adjacent signalized intersections.

The results of the traffic operational capacity analyses reveal that of the eleven
signalized intersections, seven operate at good levels of service (LOS C or better)
during both peak periods. The signalized intersections expected to operate at LOS D
during one or more peak periods include East Hollis Street at Spring Street /Medical
Center Drive, East Hollis Street at Spruce Street/Harbor Avenue, Main Street at
East/West Hollis Street, and West Hollis Street at Palm Street. Only East Hollis
Street at Spruce Street/Harbor Avenue operates at LOS D under both peak hour
periods. None of the study area signalized intersections are forecast to operate at
poor levels of service (LOS E or F) under the baseline condition with construction of the
Broad Street Parkway.

2.3.3.2 Signalized Intersections (Pre-Broad Street Parkway)

\whb\proBedion\S27100,00 Nashua
Crrculalion Stucireports\Final RapartiFinal
Reporl. docx

16

Additionally, note that previous’ traffic operational analyses of the pre-Broad Street
Parkway condition show poor levels of service (D or worse) along Main Street at
several of the study area’s signalized intersections during one or more of the peak
hour conditions. These Main Street intersections include the following:

v

2
Traffic Operational Analyses in support of the "Broad Street Parkway Final Environmental Impact Statement”, January 2010,
and “Engineering Study” for Nashua #14432, X-A000(372) CMAQ Citywide Traffic Signals at Various Locations, March 13, 2012,

Existing Conditions

3/5/2013 \\nh-bed\projects\52700.00 Nashua Circulation Studyicad\ts\planset\ReportFigures.dgn

——_—

v
ee ee ee
Pine Street

'

Myrtle Streez

Central Street

Palm Street —»>

t

<——

Ash Street

W. Hollis oS

Y

©
©
'

a

@ —

High Street

{ School Street
—p_P-

“~“©.®

©©

—_>

Vine Street
Chestnut Street ~<—

©®@

©)
©

t

!

©

ee) —>

t
©

—>-

Walnut Street

W. Pe

Cedar Street
+

Pleasant Street

Beech Street

QO ©

t

t

o
=

@
©

@
aS.
<?

Factory Street

> ©

)

| Street

O®
Main Street

®

Elm Street

©

Oa ©
+

ee ee a

$ © Park Street

Court Street
—>-

Hosmer Ave

Eldridge Street
<—

*

—>

Spring Street

—>-

©

t

Se.
®
®&
&
®&
Se
&
&
&
"~
~
&
e
&
Olta ~~
qe Ave Sey
&
~
—~> f ~e-
~
3 —_ ~~
5 &MDie Sire i ~ “7

2 f
3
O} —| Pearl Beet << © © /

3 a
3 $2 al ’
8 5 oH 2 a
5 3 5 § 8 f
> E g ’
< Ss = a
6 @®_ A. @ a
Orcester Streat a
QO —= =
Foundry Street

©) E. Hollis Street (©) ©

2 ee

600 Feet

LEGEND
7 7

<_—

©
©

General Study Area Limits
Directional Traffic Flow
Level of Service (C or better)

Level of Service (D or worse)

@

Figure 10

2017 Existing
Level of Service Summary