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Table 2 Continued

Unsignalized Intersection Analysis Summary

2017 Weekday Morning 2017 Weekday Evening
Demand* Delay** LOS*** Demand Delay LOS
Walnut St. at High St. High St WB Right Turns 25 9 A 110 10 B
Walnut St NB 730 6 A 920 6 A
Pleasant St. at Walnut St. Pleasant St WB Right Turns 10 9 A 35 9 A
West Hollis St. at Chestnut St. W Hollis St WB 735 1 A 910 1 A
Chestnut St SB 205 14 B 335 17 c
Factory St. at Walnut St. Merge WB Left Turns 235 12 B 350 16 Cc
Worcester St, at Spruce St. Worcester St EB 15 10 A 40 il B
Worcester St WB 10 10 A 10 10 B
Spruce St NB 145 1 A 185 A
Spruce St SB 185 0 A 340 A
Factory St. at Water St. Factory St EB 390 3 A 570 4 A
Water St SB 270 10 A 355 10 A
Clocktower Place Merge Clocktower Place SB 55 g A 60 9 A
East Pearl St. at Spring St. E Pearl St WB 385 11 B 305 11 B
Spring St NB Left Turns 95 9 A 180 10 A
Spring St SB Right Turns 25 8 A 40 8 A
Cedar St. at Elm St. Elm St NB 90 0 - 80 1 A
Walnut St. at Cedar St. Cedar St WB Right Turns 5 5 A 10 9 A
West Hollis St. at Vine St. Vine St NB 60 16 c 130 29 D
Temple St. at Spruce St. Temple St WB 385 3 A 330 5 A
Spruce St NB 140 14 B 185 21 C
Foundry St. at Quincy St. Foundry St WB 10 9 A 10 5 A
Foundry St. at Mason St. Mason St NB 30 1 A 50 1 A
East Pearl St. at Holmes St. E Pearl St WB 420 1 A 340 1 A
Holmes St NB Left Turns 5 11 B 5 11 B

* Demand in vehicles per hour.

** Delay per vehicle expressed in seconds,

*** | evel of service.

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Existing Conditions

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Table 2 Continued

Unsignalized Intersection Analysis Summary

2017 Weekday Morning 2017 Weekday Evening
Demand* Delay** LOS*** Demand _Delay_ LOS

Foundry St. at Holmes St. Holmes St $B Right Turn 5 8 A 5 8 A
East Pearl St. at Mason St. E Pearl St WB 420 1 A 330 1 A
Mason St NB Left Turn 20 12 B 25 ii B

Worcester St. at Mason St. Worcester St WB 30 9 A 15 9 A
Worcester St. at White Ave. White Ave SB 5 8 A 5 8 A
East Pearl St, at White Ave. E Pear! St WB 420 1 A 330 1 A
White Ave NB Left Turn 5 11 B 5 il B

East Pearl St. at Temple St. Temple St WB 345 1 A 255 1 A
Temple St SB 270 15 Cc 505 23 c

Temple St. at Cottage St. Temple St EB 320 2 A 405 1 A
Cottage St NB 25 11 B 25 11 B

Cottage St SB 20 12 B 70 13 B

East Pearl St. at Quincy St. E Pearl St WB 420 2 A 340 2 A
Quincy St NB Left Turn 35 13 B 35 12 B

East Pearl St. at Cottage St. Cottage St $B Right Turn 25 il B 25 10 A
Temple St. at Spring St. Spring St NB 250 12 B 305 14 B
Temple St. at Cottage Ave Temple St EB 275 1 A 450 1 A
Cottage St. at Cottage Ave Cottage Ave WB 5 9 A 5 9 A
East Hollis St. at Quincy St. E Hollis St EB 465 1 A 475 A
E Hollis St WB 660 0 A 710 A

Quincy St SB 70 23 c 90 29 D

East Hollis St. at Mason St. E Hollis St EB 485 1 A 500 1 A
Mason St SB 40 20 Cc 20 22 c

Spring St. at Hosmer Ave Hosmer Ave EB 5 10 A 5 10 A
Spring St NB 255 2 A 375 0 A

* Demand in vehicles per hour,

** Delay per vehicle expressed in seconds.

*** Level of service.

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Existing Conditions

@ Vanasse Hangen Brustlin, Inc.

Table 2 Continued

Unsignalized Intersection Analysis Summary

2017 Weekday Morning

2017 Weekday Evening

Demand* Delay** LOS*** Demand Delay LOS
Temple St. at Court St. Temple St EB 290 1 A 415 1 A
Church St. at Court St. Church St WB Right Turn 10 a A 50 9 A
Elm St. at Garden St. (north) Garden St WB 25 11 B 140 10 B
Elm St SB 145 4 A 125 2 A
Elm St. at Garden St. (south) Garden St WB 10 9 A 85 11 B
Elm St SB 80 1 A 165 1 A
Pleasant St. at Beech St. Beech St NB 5 9 A 15 9 A
West Hollis St. at Beech St. Beech St NB 10 11 B 10 13 B
School St. at High St. High St EB 30 4 A 45 1 A
School St NB Left Turn 5 9 A 5 9 A
School St NB Right Turn 20 8 A 20 8 A
Garage SB Left Turn 5 9 A 20 9 A
Garage SB Right Turn 10 9 A 15 9 A
Water St. at Mechanic St. Mechanic St WB 15 10 A 100 12 B
West Pearl St. at Elm St. W Pearl St WB Left Turn 145 7 A 125 7 A
Elm St NB Right Turn 40 13 B 115 14 B
Pine St. at Bagshaw Building Bagshaw Bldg. EB 25 13 B 65 14 B
Clocktower WB Left-Thru 35 15 i 45 20 &
Clocktower P| WB Right 25 11 B 65 15 B
Pine St NB Left Turn 30 9 A 20 9 A
Pine St SB Left Turn 30 a A 30 9 A
Pine St. at Green Building S. Drive Gate City Dr EB 10 13 B 20 15 Cc
Green Bldg. WB 5 14 B 25 16 Cc
Pine St NB Left Turn 15 9 A 10 9 A
Pine St $B Left Turn 10 8 A 5 3 A
Pine St. at Myrtle St. Saigon Market EB 20 13 B 25 16 c
Myrtle St WB 25 13 B 25 15 c
Pine St NB 495 1 A 715 A
Pine St SB 540 1 A 665 A

* Demand in vehicles per hour.

** Delay per vehicle expressed in seconds.

*** | evel of service.

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Existing Conditions

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Vanasse Hangen Brustlin, Inc.

B 2.3.4 Crash Evaluation

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24

Crash data for the years 2002 through 2010 were gathered for selected locations from
the NHDOT crash database. The data was reviewed to identify high crash locations
within the study area and the characteristics of the crashes occurring at these
locations. Table 3 provides a summary of the crash history. Note that crashes
reported for the intersections of Pine Street with Central Street and West Hollis Street
are before Pine Street became one-way southbound as part of improvements for the
Broad Street Parkway.

A total of 402 crashes occurred at the selected locations during the nine-year period.
This equates to an average of 45 crashes per year (with a high crash total of 80 in 2006
and a low of 22 in 2005), Fifty percent of the crashes resulted in a personal injury
with the other fifty percent resulting in only property damage. No fatalities were
identified and of the injury related crashes, only six were identified as resulting in a
severe injury.

The majority of crashes were identified as general motor vehicle crashes (76 percent)
with some rear-end (5 percent), sideswipe (1 percent), and angled (6 percent) crashes
also identified. The remaining crashes include fixed object crashes, bicycle crashes,
and pedestrian crashes. Crashes with vulnerable road users (pedestrians and
bicyclists) make up 9 percent of the total crashes.

There were 26 (6 percent) pedestrian related crashes. No discernible pattern is
present for locations where pedestrian crashes occur, but there were five
intersections out of fifteen locations where more than one pedestrian crash occurred.
The Main Street intersection at West Hollis Street /East Hollis Street identified the
most with eight pedestrian crashes. Note that this intersections experiences the
highest volume of traffic in relation to pedestrian crossings. Additionally, 18 of the
26 (70 percent) pedestrian/vehicle related crashes occurred at signalized
intersections that have pedestrian crossing signals. Crash data was inconclusive as to
whether these crashes at the signalized intersections were a result of pedestrian
crossings against the solid “Don’t Walk” signal.

Twelve bicycle crashes occurred at seven intersections. The signalized East Hollis
Street intersection at Spring Street had four bicycle crashes. None of the bicycle
crashes were in areas where there are existing bike lanes or multi-use paths.

Figure 11 illustrates the average number of crashes per year. The Main Street
intersection at West Hollis Street/East Hollis Street has the most reported crashes.
With an average of more than 10 crashes per year, 96 crashes were reported at the
Main Street intersection with West Hollis Street/ East Hollis Street. While this
intersection has the most identified crashes, it also experiences the highest volume of
traffic in the study area. No type of crash or trend was identified through the
available records at this location. Figure 11 also identifies 10 locations where crash
history is between one and five crashes per year and 14 locations where less than one
crash per year has been reported. The only general pattern observed from the crash
data is that locations with more traffic control, traffic signals and all-way stop
control, experience larger numbers of crashes.

Existing Conditions

@ Vanasse Hangen Brustlin, Inc.

Table 3
Crash Summary

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YEAR
2010 6 10 15 6 4 5 1 a 2 l J 2 1 | 59 | 15%
2008 9 F 3/17/11 l 1 6 1 2 6 2 #1 1 1 1 l 6l | 15%
2008 6 2 9, 13, 4 l 3 l Ll l l 2 l 1 I ] 48 12%
2007 1 7 3 11 | 9 1 3 2 2 a 2 ] 1 1 1 48 12%
2006 6 10 4 °13'13 | 1) 8 2] tT) yj a4 7.4 lL 3 LL 257 ] a0 | 20%
2005 2 ] ] 5 6 ] 2 1 2 ] 22 5%
2004 eee 64 i| 3,2 11 30063 i 2 To
2003 2 6 1| 2)1 1 1) 3] 1] 5) a l I 26 | 6%
2002 1 21410) 1 3 3 1 3 2 2 | 29 TH
Total 30.42 | 24) 96 | 43] 5 | 8 | 5 | 2 TT] 4 | 4 | 2 | 2 | 402 | 100%
TYPE
Other Motor Vehicle 26 39 21 69 340 4 4 19 16 1 8 9 1 19) 10 2 2 4 3 2 3 4 2 ] 304 | 76%
Rear-end Lj 2p 4d 2/3 1 1 2 22 | 5%
Angle I 711 2/14 213 42 25 | 6%
Sideswipe 1 2 3 1%
Bicyclist +) 4 1 1 L 1 ] 12 | 3%
Pedestrian zit Pst | 2 1 21 1 1 | 2 1 ] ] 26 | 6%
Fixed Object/ Other Object 2 2 2 1 2 1 10 2%
Total 301.42) 24) 96, 43) 5 | 8 | a4 22 1) 1g 1s | 2 a) 3) a 4 | 2 | 2 | 402 | 100%
SEVERITY
Property Damage 17 26 | 12 | 46) 24/ 1 1] 6 3) 6] 1] 1) af ti] 2 2}2/2/ 3 | 2] 1 | 200] 50%
Severe Injury 1 1 l 1 1 1 6 1%
Non-incapacitating Injury 9 9) 8 Oa) se), 2) Ss th) 1) 6 4 10 2 LF | 28%
Possible Injury 4) 7), 3) 0735/1 5 |.8 | 4 3) 41 1 | Ff 1 69 | 17%
Personal Injury 24 5 l ] }. 4.2 I | 14 | 3%
Fatality 0 OM
Total 30. 42 24 96 43) 5 8) wim 3/15) 2 1) 31) 413 3 7 1 3 3 4 4 2 2 | 402 | 100%
DAY OFWEER
Mon-Fri 2?) 34) 16] 715 32) $ 6 8 9 1 9) Ib} 2,2 IF). 2 1 4 l 2 3 3 4 2 1 | 311 | 77%
Sat-Sun 3 ul) 8 | 25) i 2) 6 | 3 4 4 4] 1/,)1/,2{3 1 1 1 | 9) | 23%
Total 30. 42) 24) 96) 43 5 8 A BS | 2 | 3 87 LT 4 A 2 | 2 | 402 | 10,
SURFACE CONDITION
Dry 23. | 33! 21.) 655 33) 5.) 5 | 17 15 7 MW) 2 2 as FF Lia 3 4 4 2 | |
Wet 5 | 9 | 3. 27) 6 3/6 6&1] 1] @) 2 a | 3 I 81 | 20%
Snow / Ice 2 4 3 1 2 1 13 3%
Other/ Unknown 1 1 2 0%
Total 30. («422496 8) 4 Bi 13) 1] 2 131) 4) 3 a 7 l 3 3 4 4 2 2 | 402 | 100%
WEATHER
Clear/ Cloudy 24°36 220 81 34 5 | 5 | 17 18 8 1 2 6M 12 39 3 F 1 5 3 4/4 J 2 | 338] be
Rain 5 6 2) 12) 7 3 6 4 1 5 1 1 2 1 56 | 14%
Snow / Ice 1 244 1 l 6 1%
Other/ Unknown 1 | 2 O%
Total 00420340 96 5 Ad 1 A Ll 5 A A 2 | 402 | 10%
LIGHTING
Daylight 24423 #16 «#43 «63)])6C64 6 1 4 1 7 oi 1'26 13. 1 3 4 ] 3 4 3 I 258 | 64%
Dawn =e pT 1 4 1%
Dusk I I ] 3 1%
Dark - Street Lights On 6 WwW 8 44 Ni IT 2) 5 5 FS § hi] 2 3 2 | 124 | 31%
Other! Unknown 1 4 1 2 | | 1 1 1 13 | 3%
Total 30.4204 96 4B BS 2) SK DLT A A 2 | 2 | A | 100
SEASON
Winter (Dec-Feb) 5 6 § 24 17 1 3 4 2 5 7 4 1 3 2 2 1 95 | 24%
Spring (Mar-May) 6!) 682 | aia) 11s) F's ‘TEESE TE 2 d:| 793 I 88 | 22%
Summer (Jun-Aug) 7 W100!) 23 7 ] ll 6 ] 3 4 ] 5 3 3 1 1 1 ] 107 | 27%
Fall (Sept-Nov) 2. 1141 28 FT 4 1 5 7 4 4 Lr. 3 l 4 1 1 1 l 112 | 28%
Total 30.420 34 9G 48 BS 2) 4 TZ BD | 402 | 100%
Source; New Hampshire Department of Transportation
BedtortS2700.00 Nashua + oot sas
Catoh tahrcbrhna Reta: 20 Existing Conditions

Report.doc

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LEGEND

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General Study Area Limits
Directional Traffic Flow
Pedestrian Crash

Bike Crash

<1 Crashes per year

1-5 Crashes per year

25 Crashes per year

Figure I1

Crash Summary
(2002 - 2010)

Mr. Gary Conners
Page 3

$139,900.00 Discounted Cost, per your Specifications/as listed on Page 2
$16,000.00 Less New Holland Trade
$123,900.00 Net Trade

Should the Nashua School District wish to lease/purchase the Caterpillar loader
backhoe, Caterpillar Financial offers municipalities’ low lease rates for up to Seven (7)
years. These municipal leases can be structured with monthly, quarterly, semi-annual or
annual payments, both upfront and in arrears. I would be more than happy to provide you
with any specific lease terms or amounts, should you so desire.

Again, I want to thank you for allowing Milton Cat the opportunity to provide this
Sourcewell Quote to the Nashua School District for your upcoming equipment needs.
Should you have any questions regarding this information, please feel free to contact me.

Sincerely,

Brice Johnson
Sales Representative

JES
surface/nashuanhschooldistjohnson420xequote2 Ir

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Vanasse Hangen Brusilin, Inc.

2.4 Existing Conditions Summary

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26

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 show 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-
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

Existing Conditions

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27

Vanasse Hangen Brusilin, Inc.

Street, Palm Street, and will be provided along the soon-to-be completed Broad Street
Parkway.

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.

A summary of the existing conditions is depicted graphically in Figure 12.

Existing Conditions

3/7/2013

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LEGEND

= General Study Area Limits ~@— Directional Traffic Flow

Potential Area of Circulation Improvement_ Other Existing Information Figure 12

LOS D or worse for one or Bicycle crashes, noted in areas without bike Nashua Transit Center New geometry/control from «ue ele
more approach or condition lanes, facilities, or interconnectivity Broad Street Parkway Existing Conditions Summary
Public parking lots/garages

More than 5 crashes per year Turn restrictions - not related Traffic signal control

to one-way streets Bus stops
Pedestrian crashes Bike lane / multi-use path

6) No signed traffic control

600 Feet
No Sidewalk