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Executive Summary

Introduction

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
e Strengthen transit, pedestrian, and bicycle connections
« 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.

The 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.

——_———————
Existing Conditions

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A review of existing conditions revealed a vibrant and thriving Downtown. Traffic
volume demand is high, not only during the peak commuter hours, but throughout
the day. Traffic flow is controlled along the major arterials of Main Street, West
Hollis Street, and East Hollis Street by a total of nine traffic signal controlled
intersections. Additionally, as part of the Broad Street Parkway project, two new
traffic signals will be installed at the Central Street/ Pine Street and Central
Street/Palm Street intersections.

The results of the operational analyses, with the Broad Street Parkway in place,
indicate that each of the signalized intersections are expected to operate acceptably
(LOS D or better). Similarly, the results of the evaluation shows acceptable operating
conditions at the unsignalized study area intersections with the exception of the
Walnut Street Oval, which revealed an LOS F operation during the weekday evening
peak hour.

The most dominating feature of the Downtown’s existing roadway network is the
presence of numerous one-way streets. Factory Street and Temple Street form a one-

Executive Summary

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way east-west couplet with East Pearl Street and West Pearl Street. Similarly, West
Hollis Street forms a one-way east-west couplet with Kinsley Street. There are also
numerous north-south one-way couplets such as Pine Street with Palm Street, Ash
Street with Vine Street, and Chestnut Street with Walnut Street. Other one-way
streets include School Street, Cedar Street, Eldridge Street, Spring Street, Foundry
Street, South Street, Cottage Avenue, Court Street, and Park Street.

The Downtown is well served by public transportation with the Nashua Transit
Center located on Elm Street in the heart of the Downtown. The Nashua Transit
System runs Citybus (a daytime fixed route service); After 7 (an evening fixed route
service); and City Lift (a paratransit senior citizen service, with routes throughout the
Downtown,

Pedestrian mobility is accommodated primarily with the presence of sidewalks,
crosswalks, pedestrian phase actuation at traffic signal controlled intersections, and
off-road facilities such as the Nashua Heritage Rail Trail and the Nashua Riverwalk.
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.

The Nashua Heritage Rail Trail, which runs parallel to West Hollis Street, provides
access to both pedestrians and bicyclists. While the trail has some roadway crossings,
it provides an important alternative to the high traffic volume route of 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. 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.

Also, the Nashua Heritage Rail Trail and the defined bicycle lanes along such
roadways as Temple Street and East Pearl Street are not well connected. This absence
of connectivity tends to discourage recreational bicyclists and young bicyclists from
using the existing bike facilities. Additionally, no bicycle racks were observed.
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.

A review of crash data over the nine-year period of 2002 through 2010 showed the
Main Street / West Hollis Street /East Hollis Street intersection to have the most
reported crashes with an average of over 10 crashes per year. This intersection also
showed the highest occurrence of pedestrian related crashes with a total of eight
pedestrian related crashes over the nine-year period. Also of note, 70 percent of all
pedestrian related crashes within the study area occurred at signalized intersections
that have pedestrian crossing signals.

Executive Summary

@ Vanasse Hangen Brusilin, Inc.

Public Input

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.

Do not 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.

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.

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.

Study Findings

To improve vehicular mobility, strengthen transit, pedestrian, and bicycle
connections, and to enhance accessibility for residents and businesses, the City

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Executive Summary

NASHUA

SCHOOL DISTRICT

Gateway to Opportunity
38 Riverside Street
Nashua, NH 03060 Shawn Smith

603-966-1500, Fax: 603-594-4361 Director, Plant Operations

December 21, 2021
To: Finance Committee
Fm: Shawn M. Smith, NSD Plant Operations Director
Subj: Purchase of Replacement Loader/Backhoe

In this year’s Capital Equipment Replacement Fund (CERF) we are scheduled to replace our
2005 New Holland Loader/Backhoe. Over the past few years we have spent thousands of
dollars keeping this equipment up and running until such time as it could be replaced. More
expensive repairs are on the horizon, so immediate replacement is necessary.

In considering a replacement, we considered not only capability, but also maintainability and
of course cost. The Public Works Department, which does a significant amount of
maintenance on our fleet, has standardized on Caterpillar for its earth and debris-moving
vehicle. So it would make most sense for us to follow suit. The Caterpillar we’ve selected
meets all our needs and, with the trade-in of our old New Holland, is below the amount
budgeted in the City’s CERF.

The Caterpillar is being purchased via Sourcewell, a nationwide procurement instrument for
state and municipal governments, which has already received competitive quotes for a wide
variety of supplies and equipment via its RFP process. This is the same instrument used by
DPW. Copies of the quote and a couple pages providing information on Sourcewell are
attached.

I recommend the Finance Committee approve the purchase of a 2022 Caterpillar 420XE
Loader Backhoe in the amount of $123,900, which includes the trade-in value of our 2005
New Hollard Backhoe. Funds to purchase this are from the City’s Capital Equipment Reserve
Fund.

Shawn M. Smith

@ Vanasse Hangen Brustlin, Inc.

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 duel 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 ee
more property developers worked
together, this type of project could \ |
advance much quicker. To advance | | a
this concept, the City should share St ern | “te
the reconfiguration concept with JL) i it
interested area property developers — cews svi ~~ }it-———{ if
and initiate discussions with them in an effort to spark interest in the area's
redevelopment opportunities.

ne

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 cA
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.

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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 Pear] 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 Pearl 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 Pearl 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

Executive Summary

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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 ta
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.

Executive Summary

@ Vanasse Hangen Brustlin, Ic.

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
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
conceptual basis. Some of the actions will require more detailed evaluation and
design and some may best be accomplished by, or in partnership with the
development community. 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. The City should maintain a consistent and continually reinforcing mullti-
model vision for the Downtown that will serve to guide decision makers
over the coming years.

2. Asan 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.

3. The City should pursue the two-roundabout alternative at the Walnut Street
Oval. This action 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 costs are
substantial. The roadway reconstruction cost alone (not including land costs)
are estimated at over $2 million. A creative public/private partnership with
the City working closely with the development community could stimulate
economic development within this important part of the Downtown.

4. 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.

5. The City should consider converting West Pearl Street to two-way operation.
However, to maintain parking on 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

Executive Summary

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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 evaluate 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 south 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.

Executive Summary

@ Vanasse Hangen Brustlin, Inc.

Introduction

i SS}
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.

—EEEEEEooe>EE>E>>yxUCUoS>EeEeEeyee ESS
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