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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

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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 flaw. 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

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2000 Highway Capacity Manual, Transportation Research Board, Washington, 0.C.

Existing Conditions

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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

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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)

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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

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LEGEND
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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

Mr. Gary Conners
Page 2
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> Water Street/Park Street (LOS EB),
» Factory Street/Temple Street (LOS D), and
>» East/West Pearl Street (LOS D).

Poor operating conditions are further reflected at the following Main Street
signalized intersections located just north of the study area:

>» Franklin Street /Canal Street (LOS E), and
» Library Hill, Amherst Street /Lowell Street/Concord Street (LOS E/F).

As shown in the Table 1, the above listed Main Street intersections are forecast to
improve by at least one level of service with the construction of the Broad Street
Parkway (which draws traffic away from Main Street as an optional north/south
arterial). A similar level of service improvement (by one level) is also forecast for
signalized intersections (i.e., Franklin Street /Canal Street and Library Hill to LOS D)
located outside the Downtown circulation study area.

Existing Conditions

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Table 1
Signalized Intersection Analysis Summary

2017 No Action

v/c* Delay** | LOS***
Pine Street at Ledge Street/Central Street AM 0.50 24 Cc
PM 0.56 23 Cc
West Hollis Street at Pine Street AM 0.45 3 A
PM 0.51 3 A
Main Street at Water Street/Park Street AM 0.51 18 B
PM 0.52 25 C1
Main Street at Factory Street/Temple Street AM 0.38 16 B
PM 0.46 26 ce
Main Street at East/West Pear! Street AM 0.50 21 Cc
PM 0.47 22 Cc
Main Street at East/West Hollis Street AM 0.54 29 c
PM 0.69 45 D
West Hollis Street at Elm Street AM 0.41 8 A
PM 0.48 11 B
East Hollis Street at Spring Street AM 0.39 28 Cc
PM 0.42 43 D
East Hollis Street at Spruce Street AM 0.60 35 D
PM 0.74. 5] D
West Hollis Street at Palm Street AM 0.58 29 Cc
PM 0.78 46 D
Central Street at Palm Street AM 0.38 23 Cc
PM 0.44 19 B

* Volume to Capacity Ratio.

™* Delay in seconds per vehicle
** Level of service.

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Existing Conditions

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2.3.3.3 Unsignalized Intersections

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As summarized in Table 2, most of the unsignalized intersections have turning
movements operating at good levels of service (LOS C or better) during the peak
hours. However, three intersections have one or more side street approaches
operating at LOS D or worse. The Quincy Street stop-controlled approach to East
Hollis Street operates at LOS D during the weekday evening peak hour. The Vine
Street stop-controlled northbound approach to West Hollis Street operates at LOS D
during the weekday evening peak hour. Finally, the Chestnut Street intersection
with Factory Street (which is part of the Walnut Street Oval) operates at LOS F
during the weekday evening. All of these poor levels of service occur on the minor
legs of unsignalized intersections where long delays are a result of the high through
volumes on the major intersection legs, making it challenging for side street
motorists to enter onto major roadways.

Existing Conditions

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Table 2

Unsignalized Intersection Analysis Summary

2017 Weekday Morning

2017 Weekday Evening

Demand* Delay** LOS*** Demand Delay LOS
Central St. at Ash St. Central St WB 520 1 A 490 1 A
Pleasant St. at Elm St. Pleasant St EB 5 9 A 15 10 A
Elm St NB 90 1 A 85 1 A
School St. at Walnut St. School St EB Left Turns 260 12 B 323 14 B
School St EB Left-Through 150 11 B 197 13 B
West Hollis St, at Ash St. W Hollis St WB 830 1 1085 1 A
Ash St SB 30 16 C 20 18 c
Central St. at Vine St. Vine St NB 60 15 B 130 16 Cc
Chestnut St. at Central St. Central St EB 85 9 A 105 10 =A
(driveway) Chestnut St 5B 125 0 - 240 10 B
West Hollis St. at Walnut St. Walnut St NB 110 15 B 105 19 Cc
Main St. at High St High St EB 40 13 B 80 12 B
Main St NB Left Turns 45 9 35 9 A
School St. at School St. Merge School St (Merge) EB 80 10 A 170 10 B
Worcester St. at South St. South St $B 10 9 A 20 9 A
Chestnut St 58 Left Turns 53 7 A 113 8 A
Chestnut St. at School St. Merge Chestnut St 5B Left-Through 193 1 A 272 2 A
West Pearl St. at Walnut St. W Pearl St WB Right Turns 240 8 A 325 9 A
Walnut St NB 120 7 A 175 8 A
Central St. at Myrtle St. Central St EB 400 1 A 390 1 A
Myrtle St SB 10 13 B 30 13 B
Chestnut St. at Factory St. Chestnut St SB 95 32 D 80 152 F
Factory St SW 485 a A 735 9 A
Chestnut St. at Central St. Chestnut St SB 500 10 B 645 11 B
Central St EB 330 10 A 350 10 B

* Demand in vehicles per hour,

** Delay per vehicle expressed in seconds.

*** | evel of service.

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Existing Conditions