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Water Street. This could be done by converting the western segment of Water Street
to a pedestrian corridor/park. This conversion to a pedestrian corridor could be
relatively straight forward as the existing western segment of Water Street could be
closed to vehicular traffic and converted. Figure 17 shows a concept of what Water
Street could look like as a pedestrian corridor.

Figure 17: Water Street Pedestrian Corridor

Full vehicular access and egress would be maintained for all businesses on Water
Street by way of the traffic signal controlled Main Street intersection. Traffic
operations at the Water Street /Park Street /Main Street intersection would be
expected to show a modest improvement due to the reduced traffic volume on the
Water Street approach. Vehicles that currently use Water Street and are not destined
to one of the local businesses on Water Street would divert to other existing
roadways, primarily Factory Street.

While this would reduce some vehicular circulation throughout the downtown, it
would increase pedestrian and bicycle use. The pedestrian corridor, which would
connect to Factory Street, would not only provide access to pedestrians and
bicyclists, but it would provide an aesthetically pleasing area with landscaping,
benches, and great views of the River.

B 3.1.3 Factory Street

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The portion of Factory Street from Water Street to Main Street and Temple Street
from Spring Street to East Pearl Street would be transitioned from existing one-way
eastbound (except the section of Temple Street from Main Street to Spring Street that
presently services two-way traffic flows) to two-way traffic flow under the Factory
and/or Temple Street two-way conversion alternative. This alternative is illustrated
in Figure 18.

Alternatives Evaluation

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Figure 18:

Table 5 - Signalized Inter:

Vanasse Hangen Brustlin, Inc.

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Factory Street and/or Temple Street Two-way Conversion Alternative

Converting Factory Street to two-way operation while maintaining full access/egress
at Water Street would be problematic given the poor sight line available for motorists
turning from Water Street. The sight line is limited by the building located on the
northeast corner of the Factory Street/Water Street intersection. However, the sight
line issue would be negated if the Factory Street two-way conversion was combined
with the closure of the west segment of Water Street as provide under the Water
Street Pedestrian Corridor alternative.

section Capacity Analysis Summary

Main St. at Water/Park St.

Main St. at Factory/Temple St.

2-Way Alternative

Existing 1-Way (2-Lane West Approach

(Excl. PED) Split Phase and Excl. PED)

v/c* Delay** LOS*** v/c Delay LOS
PM 0.62 29 G 0.63 26 Cc
PM 0.46 26 Cc 0.71 36 D

* Volume to Capacity Ratio.
** Delay in seconds per vehicle,

*** Level of Service.

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34

Under this two-way conversion, the intersection of Main Street at Factory

Street /Temple Street show an increase in delay and drop a level of service from LOS
C to LOS D during the weekday evening peak hour. This deterioration in operations
is due to the need to add phases to the existing traffic signal. The rule of thumb is
when a phase is added to an existing traffic signal, operations will decrease one level
of service. This is what occurs here. There is potential to mitigate some of this
increase in delay if the exclusive pedestrian phase was removed and current
pedestrian phasing was used at this intersection.

Alternatives Evaluation

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The overall delay at the Main Street/Park Street/ Water Street intersection shows a
modest improvement with the conversion to two-way operations. This is primarily
due to the shift in vehicle demand from Water Street to Factory Street.

@ 3.1.4 East and West Pearl Street Two-Way Conversion

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The portion of West Pearl Street from Walnut Street to Main Street and East Pearl
Street from Main Street to Temple Street could be transitioned from existing 1-way
westbound to 2-way traffic flow under the East and West Pearl Street 1-way to 2-way
alternative. This alternative is illustrated in Figure 19.

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Figure 19: East and West Pearl Streets Two-way Conversion Alternative

35

This conversion to two-way flow along the entire length of the study area would be
relatively complex due to the varying existing cross section of the pavement width.
The narrowest section is located on East Pearl Street near the Temple Street
intersection where the road is only 28 feet wide. The widest section of the roadway is
on East Pearl Street between Main Street and Spring Street where the cross section is
38 feet wide. The constraints of the existing pavement width would limit the choice
of what new roadway geometry to include; travel lanes in each direction, on-street
parking and bike lanes. Traffic control device modifications would be necessary at
Temple Street/East Pearl Street Main Street/East Pearl Street/West Pearl Street and
West Pearl Street /Walnut Street. Additional minor street intersections would also
need some modifications. These traffic control device modifications include the
following:

> Removal of one-way street and prohibited turn signage at multiple intersections
including Walnut Street/ West Pearl Street, Elm Street /West Pearl Street, East
Pearl Street/Spring Street, East Pearl Street/Cottage Street, East Pearl
Street/Quincy Street, East Pearl Street/Holmes Street, East Pearl Street/Mason
Street, East Pearl Street/White Avenue, and East Pearl Street/Temple
Street /South Street.

» Modification of traffic signal heads on the existing west bound approach at East
Pearl Street's intersection with Main Street.

» Installation of traffic signal heads for the east bound approach at West Pearl
Street’s intersection with Main Street.

Alternatives Evaluation

Narcan is administered for overdose cases throughout the city. Nashua Fire Rescue alone
administered Narcan 169 times last year, and NFR administered14 doses of Narcan
during the first several weeks of 2016. AMR also is responding to overdose cases on a
regular basis - AMR responded to X OD’s in 2015.

The NH treatment system does not have enough capacity for the number of people who
need treatment.

There is a high demand for more beds for treatment in Nashua.

o Keystone Hall currently provides 52 treatment beds for those seeking treatment
across the state. Top priority is given to pregnant women or those who have
received Narcan in the past two weeks. There are tiers of priorities, but the
system only really has capacity for these top priority cases.

o There are funding allies in Nashua interested in investing in facilities for
treatment, and providing more beds. However, the staffing and licensing of these
facilities may be outside the capacity of our Nashua-based organizations right
now.

Not only is there a demand for more treatment beds, there is a demand for longer stay
during treatment. There must be a way for people to have the options of 28-day, 90-day,
and 6 month recovery. At the present time there is no 6-month treatment option
available.

The Nashua Public Health department will be hiring a Substance Misuse Treatment &
Recovery Coordinator. This coordinator will be putting together a “Gap Analysis” of
where the system in Nashua needs work.

The Nashua Drug Court Program provides a nontraditional pathway through the criminal
justice system. Forty high risk offenders go through the program at a time, and a team of
professionals meets each week to talk about the progress of each program participant.
Run in conjunction with Nashua Police Department and Greater Nashua Mental Health
Center. Drug Court refers people to treatment & case management through Greater
Nashua Mental Health Center and allows those convicted to develop a more positive
relationship with police.

Recovery

Recovery is the stage of treatment which occurs after release from a treatment program such as
the program at Keystone Hall. The discussion at the Task Force meeting raised the following

points:

Nashua does not have a community center for those in recovery and their families.
H.E.A.R.T.S. Peer Support Center, an adult education and wellness center in Nashua,
holds many meetings relating to substance use.

o “Considering Recovery” group once a week

o Alcoholics Anonymous and Heroin Anonymous meet at the center
Hope for NH Recovery in Manchester has a strong program. We could become an
affiliate of their program and use them as a model. Director Holly Cekala is willing to be
a resource.

Next Steps
The Task Force participants laid out the following next steps:

3

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» Traffic signal controller cabinet modifications to provide appropriate traffic
signal phasing for the new geometry at Main Street /West Pearl Street /East Pearl
Street intersection.

Traffic operational analysis shows levels of service to remain the same (LOS C) as the
existing condition for the AM and PM peak hours at the signalized intersection of
Main Street and East/West Pearl Street. This result is based upon a forecast
diversion of approximately 125 vehicles during peak hours. Table 6 summarizes the
traffic operational results compared to the existing condition at the signalized
intersection of Main Street and East/West Pearl Street.

Table 6 - Signalized Intersection Capacity Analysis Summary

2-Way Alternative

(Single Lane E/W
Approaches
Existing 1-Way Cone. Side Street and
(Excl. PED) Excl PED)
vic* Delay** LOS** vic Delay LOS
Main St. at East/West Pearl St AM — 0.50 21 Cc 0.60 28 Cc
PM 0.47 22 Cc 0.56 32 Cc

* Volume to Capacity Ratio.

“* Delay in seconds per vehicle.

“’ Level of Service.

Tt should be noted that the analysis presented in Table 6 includes concurrent side
street phasing and exclusive pedestrian phasing for the traffic signal. This would
need to be reviewed more closely if this alternative is progressed to verify that the
phasing will work from a geometric standpoint and that split phasing can be utilized.

Additionally, the unsignalized side streets where not reviewed in detail for the
consideration of this alternative. These intersections will all experience an increase in
delay as a result of the added conflict movements.

A variation on this alternative could also be considered where either East Pear] Street
only or West Pear! Street only is converted to two way operations.

@ 3.1.5 Factory/Temple Street and East/West Pearl Street

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Under the reverse 1-way Factory/Temple and East/West Pearl Street alternative, the
existing eastbound traffic movements along Factory Street and Temple Street and the
existing westbound traffic movements along East and West Pearl Street would be
reversed. Noted is that the existing Temple Street 2-way traffic flows from Main
Street to Spring Street would also be changed to 1-way westbound. This alternative
is illustrated in Figure 20.

Alternatives Evaluation

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Figure 20: Factory St/T: em ple St and East and West Pearl Street Reverse One-way Alternative

This conversion to reverse flow along the entire length of the Factory /Temple Streets
and West/East Pearl Streets would be relatively straight forward due to the existing
cross section. No modifications to the roadway width would be required. Only the
roadway striping would need to be modified to reflect the change in flow. However,
the traffic control at all of the intersections would need to be modified to reverse
conditions. Both traffic signals on Main Street would need to be modified including
signal head placement, phasing and timing. The many unsignalized intersections
would also need modification including Water Street, Walnut Street, Elm Street,
Spring Street, Cottage Street, Quincy Street Holmes Street Mason Street, White
Avenue, and South Street. These changes would be mostly confined to modifying

signage and striping.

Table 7 - Signalized Intersection Capacity Analysis Summary

Existing 1-Way Reverse 1-Way Alternative
v/c* Delay** LOS*** v/c Delay LOS
Main St. at Factory/Temple St. AM _ 0.38 16 B 0.55 16 B
PM 0.46 26 C 0.54 19 B
Main St. at East/West PearlSt. AM 0.50 21 C 0.37 16 B
PM 0.47 22 C 0.42 22 G
* Volume to Capacity Ratio.
** Delay in seconds per vehicle.
*** Level of Service.
an Chaphnee atid dom 37 Alternatives Evaluation

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B 3.1.6

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Spring Street

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Under the Spring Street 1-way to 2-way conversion alternative, the portion of Spring
Street between East Hollis Street and East Pearl Street would be transitioned from
existing 1-way northbound to 2-way traffic flow. This alternative is illustrated in

Figure 21.
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Figure 21: Spring Street Two-way Conversion Alternative

. E Hollis Street 6

This conversion 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, traffic control device modifications would be necessary at Spring
Street /East Pearl Street and Spring Street/East Hollis Street with this alternative.
These traffic control device modifications include the following:

» Removal of one-way street and prohibited turn signage at Spring Street's
intersection with East Pearl Street.

» Installation of “Do Not Enter” signs to the Medical Center Drive approach to
informed southbound Spring Street motorists that they are required to turn left
or right at the traffic signal.

» Installation of traffic signal heads on the existing southwest corner mast arm pole
at Spring Street’s intersection with East Hollis Street.

Alternatives Evaluation

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» Traffic signal controller cabinet modifications to provide southbound Spring
Street traffic signal phasing (proposed to be split from Medical Center Drive’s
green indications given the moderately high volume of conflicting Spring Street
left-turn to Medical Center Drive through and right-turn movements).

Traffic operational analysis shows levels of service to remain the same (LOS B) as the
No Build condition for the AM and PM peak hours at the All-Way STOP intersection
of Spring Street and East Pearl Street. This result is based upon a forecast diversion
ranging from 50-75 vehicles to southbound Spring Street during peak hours. Table 8
summarizes the traffic operational results compared to the existing condition at the
signalized intersection of Spring Street and East Hollis Street.

Table 8 - Signalized Intersection Capacity Analysis Summary

East Hollis St. at Spring St.

No Action 2-Way Spring St.
1-Way Spring St. Alternative
(Exclusive PEDs) (Exclusive PEDs)

vic* Delay** LOS** v/c Delay LOS
AM 0.42 3] C 0.53 40 D
PM 0.59 44 D 0.68 60 E

2-Way Spring St.
Alternative

(Concurrent PEDs)
vic Delay LOS
0.49 31 Cc
0.63 37 D

* Volume to Capacity Ratio.

** Delay in seconds per vehicle,

“ Level of Service.

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The results of the signalized operational analysis shows a drop in LOS (from D to E)
during the critical PM peak hour with the Spring Street southbound approach added
to the existing signalized intersection and retention of the exclusive pedestrian
phasing. In addition to the drop in LOS, eastbound vehicle queues along East Hollis
Street are forecast to reach Main Street. The forecast drop in LOS and increased
vehicle queuing are undesirable changes to operating conditions that may require
mitigation.

One potential modification to improve LOS and reduce vehicle queuing at the
signalized intersection is a change from exclusive pedestrian signal phasing (where
all traffic stops for any pedestrian pushbutton actuation) to concurrent pedestrian
signal phasing (where the WALK signal is displayed and pedestrians cross with
moving vehicle traffic adjacent to the crosswalk, noting turn vehicles are instructed
by way of regulatory signage as well as state statutes to YIELD to any pedestrian ina
crosswalk). Discussion on the advantages and disadvantages of exclusive versus
concurrent pedestrian phasing can be found in earlier sections of this report. As
shown in Table 8, operational level of service is forecast to remain the same as the

Alternatives Evaluation

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existing condition with use of concurrent pedestrian crossings, even with the added
signal phase for the Spring Street approach that reduces existing intersection capacity
by four to seven percent during the peak hours.

B 3.1.7 Park Street and Court Street

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The east/west portion of Park Street from Main Street to Court Street and the
north/south portion of Court Street from Temple Street to Park Street would be
transitioned from existing one-way westbound and northbound, respectively to two-
way traffic flow under the Park Street and Court Street 2-way conversion alternative.
This alternative is illustrated in Figure 22.

Note that the proximity of Pearson Avenue to Park Street, particularly in relation to
the two streets connections to Main Street, lead to Pearson Avenue and its connecting
street to be included into the discussion of the Park Street and Court Street
alternative.

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Figure 22: Park Street and Court Street Two-way Conversion Alternative

40

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/Water Street intersection, it may be best to maintain the one-way
westbound restriction for the short (approximately 100’) western most section of Park

Alternatives Evaluation

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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.

B 3.1.8 Pedestrian Signal Phasing

Under the existing condition, all study area signalized intersections are timed to
provide exclusive pedestrian phased signal timing. As illustrated in Figure 23, an
exclusive pedestrian phase is when vehicle and bicycle traffic is stopped on all
approaches to allow pedestrians to cross any leg of a signalized intersection.

Figure 23: Exclusive Pedestrian Crossing

Generally, exclusive pedestrian phasing is only being used in the New England
region, whereas most of the United States services pedestrian movements by way ot
concurrent pedestrian signal phasing’,

Figure 24 shows concurrent pedestrian phasing that allows for pedestrians to cross in
the same direction at the same time as parallel motor vehicle and bicycle traffic
receives a green indication. Turning vehicles are instructed by way of on-street
regulatory signage backed by New Hampshire state law to YIELD to any pedestrian
in a crosswalk.

v

: Technical presentation to the New England Section of the Institute of Transportation Engineers (ITE), 2070.

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Alternatives Evaluation