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Vanasse Hangen Brustlin, Inc.

Figure 24: Concurrent Pedestrian Crossing

A comparison of exclusive pedestrian phasing to concurrent pedestrian phasing is
summarized as follows:

Exclusive Pedestrian Phasing vs Concurrent Pedestrian Phasing
¢ Results in longer delay for motor vehicles, *« Results in less delay for motor
bicycles, and pedestrians. vehicles, bicycles, and pedestrians.
* Provides a feeling of security for « Results in conflicts between turning
pedestrians when traffic is stopped vehicles and pedestrians.
e Used primarily in New England states * More widely used and recognized.
e Pedestrians often push button and cross « Incorporation of early release
against the pedestrian signal concurrent (leading pedestrian) interval lessens
with parallel traffic if no conflicts exist. conflicts with turning vehicles.
e May require NO RIGHT TURN ON RED « Pedestrian must exercise more
sign. caution and judgment.

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As stated in the fourth bullet of the concurrent pedestrian phasing discussion, traffic
signal phasing can be set for an early release so that pedestrians are well into the
crosswalk before vehicle traffic is given a green indication and permitted to turn.
This methodology is shown in Figure 25. Recent New England projects’ have shown
success in transitioning to a concurrent pedestrian crossing using the early release
(leading pedestrian) method for initial implementation with eventual phase out of
the leading interval as motorists become accustomed to moving with (and turning
vehicles yielding to) pedestrians.

The primary benefit to implementing concurrent pedestrian phasing is reduced delay
and improved vehicular, pedestrian, and bicycle mobility. Often this results in an
improvement to traffic and pedestrian operations by one level of service. The
downside to converting from exclusive to concurrent pedestrian phasing is the
potential for increased conflicts with the potential for as much as a 15 percent (high
traffic volume compared to high pedestrian activity) to 40 percent (high traffic
volume compared to low pedestrian activity) increase in vehicle, bicycle, and
pedestrian related crashes’.

v

| River Street at Massachusetts Avenue, Binney Street at Second Street, Binney Street at Third Street, Cambridge,
Massachusetts, 2009-2103.

: Transportation Research Record No. 847 and 1141, Washington, D.C.

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BY ed

3-4 Seconds Remainder of Time
moe Sa

oo

Figure 25: Concurrent Pedestrian Crossing with Early Release

3.2 Public Outreach Process

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The study included an open and consensus-driven public participation process. In
addition to meetings with City staff and a public presentation to a joint meeting of
the Board of Aldermen Committee on Infrastructure and Planning & Economic
Development Committee, an important public workshop was held on April 30, 2014.

The workshop, which was attended by residents, property and business owners, as
well as the Mayor, members of the Board of Aldermen and key City staff, provided
attendees an opportunity to share their ideas on a wide range of potential solutions
directly with the study team in an informal workshop-type format.

The following is a small sampling of some of the comments provided by attendees of
the workshop. This is not a complete list of the comments and suggestions.

* Donot remove on-street parking.
¢« Maintain raised crosswalks.
« Bike racks are needed throughout the Downtown.

« Bike lanes need to be connected and routes need to be developed for both
east-west as well as north-south travel.

* Consider “walk with traffic” pedestrian traffic signals.

« Converting Water Street to a pedestrian connection with green space is a

good idea.

e Reverse the one-way flow on East Pearl Street and Temple Street to improve
circulation.

« The Post Office on Spring Street is the cause of most of the existing problems
on the street — customers cause backups during the morning peak hours.

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* Maintain one-way operation East Hollis Street and East Pearl Street, but
convert Spring Street to two-way.

* Consider any circulation modifications within the context of future land
development projects.

These and many other comments and suggestions were considered in the
development of the Study Findings.

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Study Findings

To improve vehicular mobility, strengthen transit, pedestrian, and bicycle
connections, and to enhance accessibility for residents and businesses, the City
should consider converting some of the Downtown’s one-way streets to two-way
flow. However, changing the circulation patterns of several streets at the same time
can be disruptive and therefore it would be best to implement these types of actions
over time. Some of the actions could be implemented now, some in the future, and
some would be best implemented as part of future roadway reconfiguration projects.

Walnut Street Oval

Reconfiguring the Walnut Street Oval would not only afford the City an opportunity
to enhance access to the Downtown from the west (complimenting the Broad Street
Parkway), but it would also provide a tremendous opportunity to both encourage
redevelopment and introduce a more pedestrian friendly appeal to the area.

A range of reconfiguration alternatives were considered. Although each option has
its advantages and disadvantages, the dual roundabout option would appear to
provide the best opportunity to enhance vehicular and pedestrian mobility while
encouraging area redevelopment.

Advancing the roadway reconfiguration, solely as a City improvement project,
would be costly and as result could take many years. However, if there was an
opportunity for this type of roadway reconstruction project to be constructed by the
private sector as part of a larger redevelopment plan where the City and one or more
property developers worked together, this type of project could advance much
quicker. To advance this concept, the City should share the reconfiguration concept
with interested area property developers and initiate discussions with them in an
effort to spark interest in the area's redevelopment opportunities.

Water Street

If one or more private developers, in collaboration with the City, were to advance a
pedestrian friendly redevelopment plan for the Walnut Street Oval area, it would be
advantageous to provide continuous pedestrian connectivity to the Nashua River at
Water Street. This could be done by converting the western segment of Water Street
to a 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. 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.

Study Findings

Board of Aldermen Page 18
December 13, 2016

bill that they wanted me to submit to name the painted turtle the official state reptile. | took them up on their
challenge and | submitted the bill today so it will go through the due process. Also, | wish everyone a Merry
Christmas, and a Happy, Safe and Prosperous New Year.

Alderwoman Melizzi-Golja

| would just like to join my fellow aldermen in wishing everyone a Merry Christmas. For those who celebrate
Hanukkah, Happy Hanukkah and best wishes for the New Year.

Alderman Schoneman

This past Sunday we had Santa in the Park. It was a very successful event. | want to thank the Parks and
Recreation Department for all the work they did helping to get the gazebo set up and the Friends of Greeley
Park, many of whom volunteered their time. A special thanks to Ed Lecius and Lynn Magee who agreed for
Santa and Mrs. Claus to make an appearance. Best wishes for a Merry Christmas and Happy New Year to the
Board. | appreciate Mr. Teeboom's comments. | think as we move forward in the new year, we have to take a
look at some of the challenges that we’re looking at in education and try to find some solutions. While the
charter schools may not be appealing for a lot of reasons, often political reasons, | think to say there is no merit
there | think would be a mistake. | think we can look to their example, look at some of their activities and see
some benefits to the taxpayers. Thank you.

Alderman Siegel

Vis-a-vis Mr. Teeboom’s remark, | might point out that in fact the legislation was tabled. It was nto disposed.
We have not come to a final decision on what’s going to be done. A lot of the reason why it was tabled was
because the legislation was meant to attract charter schools or prevent them to leaving as a consequence of
financial hardship. There was no demonstration that either there was a charter school coming in that could
take advantage of it and would make a decision to locate in Nashua as a consequence to that or at least in the
immediate future that a charter school was in jeopardy of closing as a consequence of not adopting it so it was
tabled for the time being. We will revisit it. As to whether or not | was rambling or not, that’s a matter of
opinion. We tried to vet the legislation. There was a lot of discussion. There were members of the school
board and also the acting superintendent there. To a certain extent they were blindsided because they didn’t
expect that to come off the table so they weren’t really in a position to discuss it. It wasn’t blindsided in a
malicious sense, they just weren’t prepared to really have the level of discussion. Secondly, God bless
everybody and have a Happy Holiday.

Alderman Caron

Thank you, Alderman Lopez and Alderman Dowd, for coming to the First Annual Breakfast with Santa at the
Senior Center. Mayor Donchess, we were all excited to see you. Santa Claus had a good time condemning
City Treasurer, David Fredette’ s gingerbread house. The fire department decided to put a caution tape across
it. He did a terrible job, but he stepped up to the plate and really did a good job. The Nashua Senior Center
staff and the Board of Directors again would like to thank the Board for giving them the $25,000 to do
continued maintenance to the primary location for the senior center. As you know that building is a little over
ten years old. The money comes in very handy to do the things that they cannot do with the small budget they
have. We really appreciate it. If you have a chance, please come down. We have a new member of the Senior
Center, Alderman Dowd. He’s going to take advantage of the gym class. On that note, | would like to wish
everyone a Happy Hanukkah, Merry Christmas and Happy New Year.

Alderman Dowd
The Charron Avenue/Amherst Street intersection is coming along, although nowhere near as far as we had

hoped. Through efforts of the city and the Mayor you can now take a left turn off of Charron Avenue onto
Amherst Street. It has improved the traffic flow somewhat. As soon as we get through the snow season, they

e Compile a public calendar of all Nashua area events related to substance use prevention,
treatment, and recovery efforts

e Create a Nashua “Strategic Plan” for substance use prevention, treatment, and recovery.
Take note of what our cohesive vision is, as well as what kind of funding opportunities
are available.

e Decide on date to reconvene.

Jim Donchess
Mayor, City of Nashua

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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 Pearl 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 Pear! 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 Hollis 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 Pearl 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

Study Findings

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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/Water 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.

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

Study Findings

@ Vanasse Hangen Brustlin, Inc.

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
concephual basis. Some of the actions will require more detailed evaluation and
design. 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.

tN

The City should establish and adopt a consistent and continually reinforcing
Vision for the Downtown. This stated Vision will serve to guide decision
makers with the development and implementation of consistent actions and
programs over the coming years.

An important outcome of the Vision should be to convert at least some of the
many one-way Downtown streets to two-way operation. However, changing
the street circulation patterns in downtown areas can be disruptive and
therefore, it would be best to implement these types of changes gradually
overtime. As an 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.

The City should initiate discussions with the development community in an
effort to encourage the redevelopment of the Walnut Street Oval area. The
two-roundabout alternative 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 investment
costs are considerable. The roadway reconstruction cost alone (not including
land costs) are estimated at over $2 million. A creative public/private
partnership could improve traffic circulation, enhance pedestrian and bicycle
mobility, and stimulate economic development within this important part of
the Downtown.

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.

Following the opening of the Broad Street Parkway and upon review of the
post-Parkway traffic volume counts, the City should consider converting
West Pearl Street to two-way operation. However, to maintain parking on

Study Findings

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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 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 consider 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 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 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.

Study Findings