BOSTON REGION METROPOLITAN PLANNING ORGANIZATION

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1 PLANNING ORGANIZATIO BOSTON REGION MPO NMETROPOLITAN BOSTON REGION METROPOLITAN PLANNING ORGANIZATION Stephanie Pollack, MassDOT Secretary and CEO and MPO Chair Karl H. Quackenbush, Executive Director, MPO Staff TECHNICAL MEMORANDUM DATE: March 5, 218 TO: Laura Smead, Town Planner, Canton FROM: Mark Abbott, Seth Asante, Ben Erban, MPO Staff RE: Community Transportation Technical Assistance Program: Washington Street and Randolph Street Intersection in Canton This memorandum summarizes the analyses and improvement strategies for the intersection of Washington Street and Randolph Street in Canton. The opening sections give a background of the study and describe the existing conditions and problems that concern the community. Following that is an assessment of the safety and operations problems and a discussion of the potential improvement strategies. The final section of the memo presents the study recommendations. The memorandum also includes technical appendices that cite the methods used and data applied in the study, including detailed reports of the intersection capacity analyses. 1 BACKGROUND In October 216, the Town of Canton submitted a request for technical assistance for the evaluation of traffic control and geometric improvements to the intersection of Washington Street and Randolph Street (Appendix A 1 ). The town wanted the MPO to consider the intersection when selecting various sites for Unified Planning Work Program (UPWP) studies, such as Safety and Operations Analyses at Selected Intersections or the Community Transportation Technical Assistance Program (CTTAP). The intersection discussed here was chosen for study under the CTTAP The purpose of the CTTAP is to identify problems at intersections and other locations in the MPO region s arterial and collector roadways that experience many crashes, congestion, or mobility issues for buses, bicyclists, and pedestrians and develop multimodal solutions to address the problems identified. The MPO has been conducting these planning studies for the past ten years, and municipalities in the region are very receptive to them. The studies give towns the opportunity to look at the requirements of a specific location, starting at the 1 Appendix A includes a letter from Laura Smead, Town Planner, Canton to Mark Abbott, CTPS, dated October 5, 216, which supports a study of Washington Street and Randolph Street intersection. State Transportation Building Ten Park Plaza, Suite 215 Boston, MA Tel. (857) Fax (617) TTY (617)

2 Community Transportation Technical Assistance Program: Washington Street and Randolph Street Intersection March 5, 218 conceptual level, before they commit funds for design and engineering. Moreover, if the project qualifies for federal funds, the study s documentation eventually would be useful to the Massachusetts Department of Transportation (MassDOT) as well. The location of the Canton intersection is shown in Figure 1. Figure 1 also shows three nearby intersections at Pleasant Street, Dedham Street, and Chapman Street. These are all high-volume intersections where a traffic signal was added within the past five years. Because of their proximity to the study location, they are included in the analysis for Washington Street and Randolph Street. 1.1 Public Participation An advisory task force composed of representatives from Canton was established to participate in this study. MPO staff met with the task force two times: 1) to discuss the work scope and finalize existing conditions and problems, and 2) to present improvement concepts for comment. Working in conjunction with the task force, MPO staff collected data and conducted analyses to identify and quantify existing problems and their proposed improvement strategies. The task force reviewed the study documents (Appendix B). In addition, MPO staff attended two public meetings: 1) to present the existing conditions for feedback and 2) to present the improvement concepts for discussion. Page 2 of 22

3 Community Transportation Technical Assistance Program: Washington Street and Randolph Street Intersection March 5, 218 Study Intersection Adjacent Intersections BOSTON REGION MPO FIGURE 1 Map of Study Area Community Transportation Technical Assistance Program: Washington Street and Randolph Street Intersection Page 3 of 22

4 Community Transportation Technical Assistance Program: Washington Street and Randolph Street Intersection March 5, ROADWAY AND INTERSECTIONS 2.1 Roadway Washington Street Washington Street is a predominantly two-lane, two-way roadway that begins on its southern end at the junction with Route 27 in Sharon and extends northward for 4.5 miles, most of which is in Canton. The road passes through the Canton town center and then the study area before meeting Route 138 at a T intersection. At this junction, Route 138 assumes the name Washington Street which continues northward until the border with Milton. The roadway is under jurisdiction of the Town of Canton and is classified as a principal arterial. Within the study area, Washington Street has a continuous five- to six-foot sidewalk on the north side and a five- to six-foot sidewalk on the south side beginning at Randolph Street and ending at Draper Street. There is a 5-foot right-of-way to the north of Randolph Street and a 6-foot right-of-way to the south of Randolph Street. Randolph Street Randolph Street is a two-lane, two-way roadway that begins on its western end at the junction with Washington Street and extends east for 2.3 miles to the border with Randolph, at which point it becomes Canton Street. The roadway is under town jurisdiction and is classified as a minor principal arterial. Randolph Street has a five- to six-foot sidewalk on the south side which has a five- to sixfoot grass buffer near the intersection with Washington Street. The right-of-way varies from 4 to 7 feet. Land near the intersection is primarily owned by two adjacent cemeteries, St. Mary s Cemetery and Canton Corner Cemetery, although the land northeast of the intersection contains no plots and remains wooded. Located a quarter of a mile away from the intersection on Randolph Street is an entrance for Pappas Rehabilitation Hospital for Children, after which point the land use is mostly residential. Randolph Street does however connect to Route 138 and can be used as a cut-through street to Washington Street. Pleasant Street Pleasant Street is a two-lane, two-way roadway that begins on its northern end at the junction with Washington Street and extends south for 2.5 miles to the border with Stoughton, at which point it becomes Pearl Street. The roadway is under town jurisdiction and is classified as a minor arterial. Near the intersection with Washington Street, it has a five- to six- foot sidewalk on its east side only. The right-of-way near the intersection is 5 feet. Land use is mostly residential on Pleasant Street, although there is a small farm and a 12-acre conservation area about a quarter mile down, and an elementary school one mile down. Page 4 of 22

5 Community Transportation Technical Assistance Program: Washington Street and Randolph Street Intersection March 5, 218 Dedham Street Dedham Street is a two-lane, two-way roadway that begins on its southern end at the intersection with Washington Street and extends north for 1.8 miles to the border with Westwood, at which point it becomes Canton Street. The roadway is under town jurisdiction and is classified as a minor arterial. Near the intersection with Washington Street, it has a five- to six- foot sidewalk on its west side only, although a wide grass buffer and a second sidewalk are added further up Dedham Street. The right-of-way near the intersection varies from 5 to 6 feet. Land use is mostly residential besides an elementary school a quarter mile from the intersection with Washington Street, a country club a half mile away, and some light industry a mile away near I-95. Dedham Street passes under I-95 but only has one ramp to I-95 southbound. Chapman Street Chapman Street is a two-lane, two-way roadway that begins on its eastern end at the intersection with Washington Street and extends west and south for 1.2 miles to Neponset Street. The roadway is under town jurisdiction and is classified as a minor collector. Near the intersection with Washington Street, it has a five- to sixfoot sidewalk on its north side only. The right-of-way near the intersection varies from 35 to 4 feet. Land use is mostly residential with the exception of a synagogue across Washington Street, although the zoning changes to industrial and retail near the end of Chapman Street. A significant proportion of the traffic on Chapman Street is heading either to or from I-95 and Route 1. I-95 northbound and southbound can be accessed at Exit 11 via Chapman and Neponset Street, which is only 2 miles from Washington Street. Neponset Street intersects Route 1 an additional mile and a half after that. There is also a commuter rail station (Canton Junction, on the Providence- Stoughton Line) on Chapman Street about a mile from Washington Street. 2.2 Intersections Washington Street and Randolph Street Randolph Street ends at a T-intersection with Washington Street. Randolph Street is stop-controlled at this intersection and Washington Street traffic is allowed free movement. The primary flow through the intersection is along Washington Street, particularly northbound towards Boston in the morning and southbound away from Boston in the evening. The northbound Washington Street approach widens to two lanes (one through lane and one right-turn lane) about 25 feet from the intersection. Although the other two approaches are striped with a single lane, right-turn traffic on Randolph Street sometimes uses the right shoulder to form a queue 1 to 2 feet long. This intersection serves about 2, vehicles per hour during peak periods. Page 5 of 22

6 Community Transportation Technical Assistance Program: Washington Street and Randolph Street Intersection March 5, 218 The intersection has a raised traffic island about 25 feet long that separates entering and exiting traffic on Randolph Street. There is also a painted traffic island about 6 feet long separating the right-turn lane on Washington Street northbound. A crosswalk on the northbound approach spans Washington Street and connects Canton Cemetery on the north side of the street with St. Mary s Cemetery on the south side. The Randolph Street intersection is also the site of a stop for MBTA Route 716 inbound and outbound. Buses on this route run every hour and a half on weekdays and hourly on weekends. Washington Street and Pleasant Street Pleasant Street ends at a T-intersection with Washington Street. This intersection was recently signalized and is coordinated with the Dedham Street and Chapman Street intersections. As at Randolph Street, the primary traffic flow is along Washington Street. Both Washington Street approaches contain a through lane and an exclusive turn lane, while the Pleasant Street approach has a single lane. The northern Washington Street approach and the Pleasant Street approach have crosswalks with an exclusive pedestrian phase. Up to 2,3 vehicles use this intersection during the PM peak period. Left-turns onto Washington Street are prohibited during peak hours, although observed traffic volumes show that about 7% of vehicles make this movement anyway. Washington Street and Dedham Street Dedham Street ends at a T-intersection with Washington Street. Like Pleasant Street, it was recently signalized and is coordinated with the Pleasant Street and Chapman Street intersections. As at the other intersections, the primary traffic flow is along Washington Street. All approaches have two lanes, with one dedicated lane for each movement. The southern Washington Street approach and the Pleasant Street approach have crosswalks with an exclusive pedestrian phase, although the sidewalk on Washington Street only continues south for about 2 feet. Up to 2,1 vehicles use this intersection during the PM peak period. Washington Street and Chapman Street Chapman Street ends at a T-intersection with Washington Street. It was recently signalized and is coordinated with the Pleasant Street and Dedham Street intersections. As at the other intersections, the primary traffic flow is along Washington Street. All approaches have two lanes, with one dedicated lane for each movement. Only the Chapman Street approach has a crosswalk as there is no sidewalk on the east side of Washington Street. Up to 1,7 vehicles use this intersection during peak periods. Page 6 of 22

7 Community Transportation Technical Assistance Program: Washington Street and Randolph Street Intersection March 5, 218 The intersections of Washington Street with Pleasant Street, Dedham Street, and Chapman Street were not the main focus of the study and were only included to analyze signal coordination. Crash analyses were not performed for these intersections and no changes are proposed to their geometry. 3 VEHICLE, PEDESTRIAN, AND BICYCLE COUNTS Traffic volume data were collected to assess operational characteristics of the intersections. Figure 2 shows the peak-hour turning movement volumes. Full traffic count data can be found in Appendix C. MPO staff collected turning-movement counts (TMCs) for the Randolph Street, Pleasant Street, and Dedham Street intersections during the spring of 217. The Randolph Street count was conducted in March when schools were in session, and the Pleasant Street and Dedham Street counts were conducted in July. All counts were conducted both from 7: to 9: AM and from 4: to 6: PM which are the morning and evening peak periods. Heavy vehicles, including school buses, and trucks, were counted separately. Pedestrian and bicycle counts were conducted simultaneously with the TMCs. For the fourth intersection (Washington Street at Chapman Street), previous counts taken in December 216 were available and new counts were not conducted by MPO staff. 4 SAFETY CONDITIONS 4.1 Crash Summary Crash reports from the Canton Police Department between the years of 21 and 214 were used to generate a crash history for the intersection. Records show only 14 crashes took place at Washington Street and Randolph Street over this five-year period. A summary of this data is presented in Table 1. Page 7 of 22

8 Community Transportation Technical Assistance Program: Washington Street and Randolph Street Intersection March 5, 218 Page 8 of 22

9 Community Transportation Technical Assistance Program: Washington Street and Randolph Street Intersection March 5, 218 TABLE 1 Crash Summary (21 214): Washington Street and Randolph Street Crash Variable Number of Crashes Crash Severity Non-fatal injury 4 Property damage only 11 Manner of Collision Angle 4 Rear-end 4 Sideswipe, opposite direction 3 Head-On 1 Single vehicle crash 3 Road Surface Condition Dry 7 Wet 6 Snow 2 Ambient Light Conditions Daylight 13 Dark lighted roadway 1 Dark nonlighted roadway 1 Weather Conditions Clear 8 Cloudy 1 Rain 4 Snow 2 Travel Period* Peak-period 11 Off-peak 4 Total crashes 15 Five-year average (rounded) 3 Average crash rate.36 MassDOT Highway Division District 6 Crash Rate for.53 unsignalized intersection Source: Central Transportation Planning Staff. * The AM peak period is 7: AM to 9: AM, and the PM peak period is 4: PM to 6: PM. Page 9 of 22

10 Community Transportation Technical Assistance Program: Washington Street and Randolph Street Intersection March 5, Crash Rates Staff calculated intersection crash rates per the MassDOT Highway Division methodology for the five-year study period. As of 216, the average crash rate at unsignalized intersections across MassDOT District 6 was.53 crashes per million entering vehicles (MEV). At.36 per MEV, the crash rate at the Washington and Randolph intersection is below this average. See Appendix D for crash rate work sheets. 4.3 Collision Diagram MPO staff used police crash reports to prepare collision diagrams, which are useful for examining patterns and developing safety strategies. Figure 3 shows a diagram of all collisions at Washington and Randolph between 21 and 214. The numbers in the collision diagram uniquely identify each crash and may be used to cross reference the crash records provided in Appendix D. Page 1 of 22

11 Community Transportation Technical Assistance Program: Washington Street and Randolph Street Intersection March 5, 218 BOSTON REGION MPO FIGURE 3 Collision Diagram: Washington Street and Randolph Street Community Transportation Technical Assistance Program: Washington Street and Randolph Street Intersection Page 11 of 22

12 Community Transportation Technical Assistance Program: Washington Street and Randolph Street Intersection March 5, EXISTING TRAFFIC OPERATIONS Staff conducted traffic operations analyses consistent with the Highway Capacity Manual (HCM) methodologies (included in Appendix E). 2 HCM methodology demonstrates driving conditions at signalized and unsignalized intersections in terms of level of service (LOS) ratings from A through F. LOS A represents the best operating conditions (little to no delay), while LOS F represents the worst operating conditions (very long delay). LOS E represents operating conditions at capacity (limit of acceptable delay). Table 2 presents the control delays associated with each LOS for unsignalized and signalized intersections. Using the data collected, MPO staff built traffic analysis networks for the AM and PM peak hours with Synchro 3 to assess the capacity and quality of traffic flow through the intersections. Level of Service TABLE 2 Intersection Level of Service Criteria Control Delay (Seconds per Vehicle) Signalized Intersections Unsignalized Intersections A -1-1 B > 1-2 > 1-15 C > 2-35 > D > > E > 55-8 > 35-5 F > 8 > 5 Source: Highway Capacity Manual 21. Results of the peak-hour intersection capacity analyses (Table 3) indicate that traffic volumes on Washington Street are so large that drivers on Randolph Street do not get adequate gaps to enter the intersection during peak hours. All movements from the Randolph Street approach operate at LOS F during peak hours. According to the Synchro model, passing through this intersection from Randolph Street will take about 4 minutes during the AM peak and about 6 minutes during the PM peak. 2 Highway Capacity Manual 21, Transportation Research Board of the National Academies, Washington, DC, December Trafficware Inc., Synchro Studio 9, Synchro plus SimTraffic, Build 913, Revision 47, Sugar Land, Texas. Page 12 of 22

13 Community Transportation Technical Assistance Program: Washington Street and Randolph Street Intersection March 5, 218 TABLE 3 Existing (217) Level of Service: Washington Street and Randolph Street AM Peak Hour PM Peak Hour Approach Movement a LOS b Delay c Queue d LOS Delay Queue Randolph Street Washington Street WB Left F F WB Right F F NE Through A. A. NE Right A. A. SW Left A.2 1 A.3 1 SW Through A.4 1 A.5 1 Intersection Total e E 37.3 F 68.6 a WB = westbound, NE = northeast, SW = southwest. b LOS A through LOS D represent acceptable operating conditions; LOS E represents operating conditions at capacity; and LOS F represents failing conditions (demand exceeds capacity). c Average delay experienced per vehicle, in seconds. d Length of 95 th -percentile queue, in feet. e Average values across all drivers entering the intersection. Source: Central Transportation Planning Staff. 6 TRAFFIC SIGNAL WARRANT ANALYSIS Traffic control signals are valuable devices for controlling vehicular and pedestrian traffic. They assign the right-of-way to various traffic movements and thereby strongly influence traffic flow. Traffic control signals that are properly designed, located, operated, and maintained will provide orderly movement of traffic, and reduce congestion and the frequency and severity of certain types of crashes, especially right-angle collisions. Traffic control signals are not solutions to all traffic problems at intersections. Poorly designed and maintained, ineffectively placed, improperly operated, or unjustified traffic control signals can result in excessive delays, significant increase in crashes (especially rear-end type), and diversion of traffic to less adequate routes, as road users attempt to avoid the traffic control signals. Investigating the need for a traffic control signal at an unsignalized intersection includes analyzing factors related to the existing operations and safety, as well as the potential to improve these conditions. Such an investigation is called traffic signal warrant analysis. Using the methodology in the 29 edition of Manual on Uniform Traffic and Control Devices 4 (MUTCD), staff performed detailed traffic signal warrant analyses to determine whether installation of traffic control signals at the intersections is justified and if they would improve safety and traffic operations. 4 US Department of Transportation, Federal Highway Administration, Manual on Uniform Traffic Control Devices for State Streets and Highways, 29 Edition. Page 13 of 22

14 Community Transportation Technical Assistance Program: Washington Street and Randolph Street Intersection March 5, 218 The MUTCD lists nine traffic signal warrants that justify installing a traffic signal at a study location: Warrant 1, Eight-Hour Vehicular Volume Warrant 2, Four-Hour Vehicular Volume Warrant 3, Peak Hour Warrant 4, Pedestrian Volume Warrant 5, School Crossing Warrant 6, Coordinated Signal System Warrant 7, Crash Experience Warrant 8, Roadway Network Warrant 9, Intersection Near a Grade Crossing Table 4 presents the results of the signal warrant analysis; the traffic signal warrant analysis worksheet is included in Appendix E. Existing conditions at Washington Street and Randolph Street satisfy three of the warrants. According to the MUTCD, an intersection that satisfies one or more signal warrant is a candidate for signalization. TABLE 4 Traffic Signal Warrant Analysis: Washington Street and Randolph Street Warrant Result 7 IMPROVEMENTS Warrant 1, Eight-Hour Vehicular Volume Warrant 2, Four-Hour Vehicular Volume Warrant 3, Peak Hour Warrant 4, Pedestrian Volume Warrant 5, School Crossing Warrant 6, Coordinated Signal System Warrant 7, Crash Experience Warrant 8, Roadway Network Warrant 9, Intersection Near a Grade Crossing Source: Central Transportation Planning Staff. Satisfied Satisfied Satisfied Not Satisfied Not Satisfied Not Satisfied Not Satisfied Not Satisfied Not Satisfied MPO staff developed and analyzed the following three improvement alternatives to address traffic problems at Washington Street and Randolph Street: Alternative 1: Signalize the intersection using existing lane geometry Alternative 2: Signalize the intersection and widen the Washington Street Southbound approach to provide for a left-turn bay. Alternative 3: Construct a roundabout for traffic control. Page 14 of 22

15 Community Transportation Technical Assistance Program: Washington Street and Randolph Street Intersection March 5, Alternative 1: Signalize Using Existing Lane Geometry In Alternative 1, a traffic signal control would replace the two-way stop sign control currently in operation at the Washington Street and Randolph Street intersection. A conceptual design for Alternative 1 is shown in Figure. The pavement would be re-striped to add stop bars but all travel lanes would remain in their existing locations. The only exception would be that the existing Randolph Street approach would be widened to add an exclusive right turn lane beginning 1- to 2-feet ahead of the intersection. This addition makes use of existing pavement width and would align with current practice, where vehicles regularly queue in the right shoulder during peak periods. Other optional alterations to intersection geometry include converting the painted gore area on Washington Street northbound into a raised island, and re-locating the existing crosswalk northwards to take advantage of the traffic signal and provide a pedestrian refuge area. These are both shown in Figure 4. Signalizing the Washington Street and Randolph Street would provide many benefits to the intersection. Most importantly, it would provide Randolph Street traffic protected green intervals to turn safely onto Washington Street, reduce traffic delay significantly, and accommodate growing traffic from Randolph Street. Installation of a signal would permit different signal phasing to better serve high northbound demand in the AM peak and high southbound demand in the PM peak on Washington Street. Coordination with the traffic signals at the intersections at Pleasant, Dedham, and Chapman (which are already coordinated with each other) would allow the creation of platoons and improve performance system-wide. Finally, vehicle and pedestrian safety would be enhanced. The estimated cost for Alternative 1 is $75,. 7.2 Alternative 2: Signalize and Add a Left-Turn Bay Alternative 2 is identical to Alternative 1 save for the Washington Street southbound leg. Under Alternative 2, a left-turn-lane 5- to 1-feet long would be added to the southbound approach. The existing pavement in this location has two 15-foot travel lanes and 2-foot shoulders. Alternative 2 calls for two 11- foot southbound travel lanes and one 11-foot northbound travel lane, which would require 2- to 4-feet of widening along the length of the left-turn-bay. Figure 5 shows a sketch of this design. The western shoulder of Washington Street features a sidewalk which directly borders a stone wall for the Canton Corner Cemetery, so any widening must take place on the eastern side of Washington Street. The right-of-way extends about Page 15 of 22

16 Community Transportation Technical Assistance Program: Washington Street and Randolph Street Intersection March 5, feet beyond the existing edge of pavement and should be enough for a minor widening. The property bordering the right-of-way is also owned by the town. Alternative 2 would carry the same benefits as in Alternative 1. The left-turn-bay would have the effect of smoothing traffic in the southbound direction because left-turning vehicles would be removed from the southbound through traffic lane. Currently the benefits are relatively minor because the observed left-turn volume is small (11 vehicles in the AM peak hour, 19 vehicles in the PM peak hour). However, the benefits will become larger as left-turn or northbound through traffic increase (a high northbound volume limits gaps for turning vehicles.) The estimated cost for Alternative 2 is $8, 7.3 Alternative 3: Construct a Roundabout MPO staff wanted to compare all possible types of traffic control alternatives and so a roundabout was also considered in the alternative analysis. As with signalization, a roundabout creates gaps in through traffic which makes entry from minor approaches easier. In this case, Randolph Street would experience a reduction in delay. A conceptual design developed by McMahon Engineering was used as a basis for the roundabout geometry. Figure 6 shows this design overlain on aerial photography. Construction of a roundabout at this intersection is possible, although it is problematic for several reasons. First, there is only room for a single lane on each approach, which is a reduction from the two lanes on Washington Street northbound and the de facto two lanes on Randolph Street. Second, fitting a traffic circle into this location would require a significant amount of land taking and new pavement. The McMahon-recommended design has the Washington Street southbound approach shifted roughly 25 feet eastward which would create about 5, square feet of new pavement and about 6, square feet of right-of-way expansion, although the town does own the parcel in question. Third, roundabouts are generally best suited to intersections with similar volumes on all approaches because they tend to equally distribute vehicle delay. At this location, Washington Street is more of a major street and Randolph Street is more of a minor street. Forcing the high peak volumes on Washington Street (124 vehicles northbound during the AM peak hour, 82 vehicles southbound during the PM peak hour) to travel through a traffic circle will put these approaches beyond capacity and cause queueing. The estimated cost for Alternative 3 is $1.5 million. Page 16 of 22

17 Community Transportation Technical Assistance Program: Washington Street and Randolph Street Intersection March 5, 218 BOSTON REGION MPO FIGURE 4 Alternative 1 Conceptual Design Community Transportation Technical Assistance Program: Washington Street and Randolph Street Intersection Page 17 of 22

18 Community Transportation Technical Assistance Program: Washington Street and Randolph Street Intersection March 5, 218 BOSTON REGION MPO FIGURE 5 Alternative 2 Conceptual Design Community Transportation Technical Assistance Program: Washington Street and Randolph Street Intersection Page 18 of 22

19 Community Transportation Technical Assistance Program: Washington Street and Randolph Street Intersection March 5, 218 BOSTON REGION MPO FIGURE 6 Alternative 3 Conceptual Design Community Transportation Technical Assistance Program: Washington Street and Randolph Street Intersection Page 19 of 22

20 Community Transportation Technical Assistance Program: Washington Street and Randolph Street Intersection March 5, COMPARISON OF ALTERNATIVES MPO staff tested the improvement strategies using an eight-year horizon. A growth of five percent was projected for 225 conditions and was applied to the 217 traffic volumes. SIDRA software was used for the roundabout and Synchro was used for all other scenarios. A summary of the results of the analysis is shown in Table 5. The intersections of Washington Street at Pleasant Street, Dedham Street, and Chapman Street were also included in the level of service analysis because of their proximity to the study location and because Canton town staff had observed queues from these intersections occasionally interfering with operations at Randolph Street. Although not shown in Table 5, conditions at these intersections was used to select signal timing plans in order to reduce delay system-wide. Reports detailing projected outcomes at these locations are provided in Appendix D. The analysis in Table 5 shows that both signalization options significantly improve level of service at the intersection. Without any changes to the intersection, level of service during both peaks is projected to reach F in 225. This improves to LOS B for Alternatives 1 and 2. The analysis also shows that the roundabout is ineffective at relieving congestion. With the proposed roundabout design, level of service remains at F for both peaks, and average delay actually increases substantially during the AM peak period when there is high northbound volume. Page 2 of 22

21 Community Transportation Technical Assistance Program: Washington Street and Randolph Street Intersection March 5, 218 TABLE 5 Level of Service of Proposed Alternatives: Washington Street and Randolph Street Scenario Approach Movement a 225 No-Build Unsignalized, 5% Growth Alternative 1 Traffic Signal Alternative 2 Traffic Signal with Left Turn Bay Alternative 3 Roundabout Randolph Street Washington Street Randolph Street AM Peak Hour PM Peak Hour LOS b Delay c Queue d LOS Delay Queue WB Left F F WB Right F F NE Through A. A. NE Right A. A. SW Left A.2 1 A.3 1 SW Through A.4 1 A.5 1 Intersection Total e F 5.2 F 88.9 WB Left D 54.6 #281 D WB Right B B NE Through A 4.6 m132 A 4.7 m124 Washington NE Right A.5 m3 A 1.6 m49 Street SW Left+Through A C Intersection Total B 11.3 B 18.9 Randolph Street Washington Street WB Left D C 34.8 #242 WB Right B A NE Through A 7.5 m28 B NE Right A 1. m26 A SW Left A A SW Through A C 21.8 #495 Intersection Total B 12.4 B 18. Randolph Street WB Left+Right C C Washington NE Through+Right F D Street SW Left+Through C F Intersection Total F 13.8 F 76. a WB = westbound, NE = northeast, SW = southwest. b LOS A through LOS D represent acceptable operating conditions; LOS E represents operating conditions at capacity; and LOS F represents failing conditions (demand exceeds capacity). c Average delay experienced per vehicle, in seconds. d Length of 95 th -percentile queue, in feet. # = volume for the 95 th -percentile cycle exceeds capacity. m = volume for the 95 th -percentile queue is metered by an upstream signal. e Average values across all drivers entering the intersection. Source: Central Transportation Planning Staff. 9 RECOMMENDATIONS MPO staff strongly recommends installing a traffic signal at the intersection of Washington Street and Randolph Street. Signalization will address the town s goals by reducing queues and delay on Randolph Street. It will also bring the location in line with the other signalization projects recently undertaken on Page 21 of 22

22 Community Transportation Technical Assistance Program: Washington Street and Randolph Street Intersection March 5, 218 Washington Street. As the town of Canton grows, Washington Street is becoming a more and more important artery, and managing bottlenecks like the one at Randolph Street will be essential to maintaining smooth flow along this route. Between Alternatives 1 and 2, Alternative 2 is the recommended choice because of the long-term benefits of this investment. While the pavement widening will add cost, making the lane addition will be cheaper if done as part of an existing signalization project. The presence of the left-turn bay increases the total capacity of the intersection by 3-4 vehicles per hour which will help to extend the life of the intersection in the face of growing demand. 1 NEXT STEPS This study gives the Town of Canton an opportunity look at the needs of this intersection and plan for design and engineering. Following this planning study, the next steps are to implement the preferred improvements. Implementation of the improvements hinges upon cooperation between MassDOT, Canton, and the MPO to begin the project notification and review process, complete a project initiation form, and initiate the preliminary design and engineering necessary to place the project on the Transportation Improvement Program (TIP). Appendix E contains MassDOT project development process for highway projects. Finally, the study supports the MPO s visions and goals, which include increasing transportation safety, preserving and maintaining the transportation system, and advancing mobility, access and congestion reduction. SA/sa Cc: Charles Aspenwall, Town Administrator, Canton Michael Trotta, Superintendent of Public Works, Canton Page 22 of 22

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28 Advisory Task Force Washington Street and Randolph Street Intersection Study Name Charles Aspinwall Laura Smead Michael Trotta James Donovan Lisa Grega Mark Porter Kevin Feeney Mark Abbott Seth Asante Benjamin Erban Affiliation Town of Canton Town of Canton Town of Canton Town of Canton Town of Canton Town of Canton Town of Canton Boston Region Metropolitan Planning Organization Boston Region Metropolitan Planning Organization Boston Region Metropolitan Planning Organization

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30 Study Name Start Date End Date Site Code Canton - Washington Street and Randolph Street TMC Thursday, March 23, 217 7: AM Thursday, March 23, 217 6: PM Report Summary Southbound Westbound Northbound Crosswalk Time Period Class. T L U I O R L U I O R T U I O Total Pedestrians Total Peak 1 Motorcycles N Specified Period % % % % % % % % % % % % % % % % % % 7: AM - 9: AM Cars E One Hour Peak % 84% 82% % 84% 89% 84% 89% % 89% 91% 91% 89% % 9% 86% 88% % 7:15 AM - 8:15 AM Light Goods Vehicles S % 11% 18% % 11% 9% 13% 8% % 9% 6% 5% 8% % 7% 1% 8% % Buses % 4% % % 4% 2% 3% 1% % 1% 2% 2% 2% % 2% 3% 2% Single-Unit Trucks % 1% % % 1% 1% % 1% % 1% 1% 1% 1% % 1% 1% 1% Articulated Trucks % 1% % % 1% % % % % % % % % % % % % Bicycles on Road % % % % % % % % % % % % % % % % % Total PHF Approach % 25% 38% 15% 25% 61% 37% Peak 2 Motorcycles N Specified Period % % % % % % % % % % % % % % % % % % 4: PM - 6: PM Cars E One Hour Peak % 9% 1% % 91% 88% 85% 9% % 9% 88% 88% 88% % 88% 9% 89% % 4:45 PM - 5:45 PM Light Goods Vehicles S % 8% % % 8% 1% 15% 7% % 7% 1% 11% 1% % 11% 8% 9% % Buses % % % % % 1% % 1% % 1% 1% 1% 1% % 1% 1% 1% Single-Unit Trucks % 1% % % 1% % % 1% % 1% % % % % % 1% 1% Articulated Trucks % % % % % % % 1% % 1% 1% 1% % % % % % Bicycles on Road % % % % % % % % % % % % % % % % % Total PHF Approach % 4% 19% 18% 24% 42% 57%

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57 Central Transportation Planning Staff Washington Street & Dedham Street August 1, 217 8/1/17 (AM) - 8/3/17 (PM) File Name : Washington & Dedham Site Code : Start Date : 8/1/217 Page No : 1 Groups Printed- Passenger Vehicles - Heavy Vehicles - Bicycles Dedham St (SB) Washington St (WB) Washington St (EB) From North From East From South From West Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total 7:15 AM :3 AM :45 AM Total : AM :15 AM :3 AM Total :45 PM Total : PM :15 PM :3 PM :45 PM Total Grand Total Apprch % Total % Passenger Vehicles % Passenger Vehicles Heavy Vehicles % Heavy Vehicles Bicycles % Bicycles

58 Central Transportation Planning Staff Washington Street & Dedham Street August 1, 217 8/1/17 (AM) - 8/3/17 (PM) File Name : Washington & Dedham Site Code : Start Date : 8/1/217 Page No : 2 Dedham St (SB) Out In Total Right Thru Left Peds Washington St (EB) Out In Total Left Thru Right Peds 3 3 North 8/1/217 7:15 AM 8/1/217 5: PM Passenger Vehicles Heavy Vehicles Bicycles Right Thru Left Peds Out In Total Washington St (WB) Left Thru Right Peds Out In Total

59 Central Transportation Planning Staff Washington Street & Dedham Street August 1, 217 8/1/17 (AM) - 8/3/17 (PM) File Name : Washington & Dedham Site Code : Start Date : 8/1/217 Page No : 3 Dedham St (SB) Washington St (EB) Passenger Vehicles Heavy Vehicles Bicycles 7:15 AM 5: PM Washington St (WB) North

60 Central Transportation Planning Staff Washington Street & Dedham Street August 1, 217 8/1/17 (AM) - 8/3/17 (PM) File Name : Washington & Dedham Site Code : Start Date : 8/1/217 Page No : 4 Dedham St (SB) From North Washington St (WB) From East From South Washington St (EB) From West Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total Peak Hour Analysis From 7:15 AM to 11:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 7:15 AM 7:15 AM :3 AM :45 AM : AM Total Volume % App. Total PHF Passenger Vehicles % Passenger Vehicles Heavy Vehicles % Heavy Vehicles Bicycles % Bicycles Dedham St (SB) Out In Total Right Thru Left Peds Peak Hour Data Washington St (EB) Out In Total Left Thru Right Peds 1 1 North Peak Hour Begins at 7:15 AM Passenger Vehicles Heavy Vehicles Bicycles Right Thru Left Peds Out In Total Washington St (WB) Left Thru Right Peds Out In Total

61 Central Transportation Planning Staff Washington Street & Dedham Street August 1, 217 8/1/17 (AM) - 8/3/17 (PM) File Name : Washington & Dedham Site Code : Start Date : 8/1/217 Page No : 5 Dedham St (SB) Washington St (EB) Passenger Vehicles Heavy Vehicles Bicycles 7:15 AM 8: AM Washington St (WB) North Peak Hour Analysis From 7:15 AM to 11:45 AM - Peak 1 of 1 Peak Hour for Each Approach Begins at: 7:45 AM 7:45 AM 7:15 AM 7:15 AM + mins mins mins mins Total Volume % App. Total PHF Passenger Vehicles % Passenger Vehicles Heavy Vehicles % Heavy Vehicles Bicycles % Bicycles

62 Central Transportation Planning Staff Washington Street & Dedham Street August 1, 217 8/1/17 (AM) - 8/3/17 (PM) File Name : Washington & Dedham Site Code : Start Date : 8/1/217 Page No : 6 Dedham St (SB) In - Peak Hour: 7:45 AM Right Thru Left Peds Peak Hour Data Washington St (EB) In - Peak Hour: 7:15 AM Left Thru Right Peds 1 1 North Passenger Vehicles Heavy Vehicles Bicycles Right Thru Left Peds In - Peak Hour: 7:45 AM Washington St (WB) Left Thru Right Peds In - Peak Hour: 7:15 AM

63 Central Transportation Planning Staff Washington Street & Dedham Street August 1, 217 8/1/17 (AM) - 8/3/17 (PM) File Name : Washington & Dedham Site Code : Start Date : 8/1/217 Page No : 7 Dedham St (SB) Washington St (EB) Passenger Vehicles Heavy Vehicles Bicycles 7:15 AM 8: AM Washington St (WB) North

64 Central Transportation Planning Staff Washington Street & Dedham Street August 1, 217 8/1/17 (AM) - 8/3/17 (PM) File Name : Washington & Dedham Site Code : Start Date : 8/1/217 Page No : 8 Dedham St (SB) From North Washington St (WB) From East From South Washington St (EB) From West Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total Peak Hour Analysis From 12: PM to 5: PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 3:45 PM 3:45 PM : PM :15 PM :3 PM Total Volume % App. Total PHF Passenger Vehicles % Passenger Vehicles Heavy Vehicles % Heavy Vehicles Bicycles % Bicycles Dedham St (SB) Out In Total Right Thru Left Peds Peak Hour Data Washington St (EB) Out In Total Left Thru Right Peds 1 1 North Peak Hour Begins at 3:45 PM Passenger Vehicles Heavy Vehicles Bicycles Right Thru Left Peds Out In Total Washington St (WB) Left Thru Right Peds Out In Total

65 Central Transportation Planning Staff Washington Street & Dedham Street August 1, 217 8/1/17 (AM) - 8/3/17 (PM) File Name : Washington & Dedham Site Code : Start Date : 8/1/217 Page No : 9 Dedham St (SB) Washington St (EB) Passenger Vehicles Heavy Vehicles Bicycles 3:45 PM 4:3 PM Washington St (WB) North Peak Hour Analysis From 12: PM to 5: PM - Peak 1 of 1 Peak Hour for Each Approach Begins at: 3:45 PM 3:45 PM 12: PM 3:45 PM + mins mins mins mins Total Volume % App. Total PHF Passenger Vehicles % Passenger Vehicles Heavy Vehicles % Heavy Vehicles Bicycles % Bicycles

66 Central Transportation Planning Staff Washington Street & Dedham Street August 1, 217 8/1/17 (AM) - 8/3/17 (PM) File Name : Washington & Dedham Site Code : Start Date : 8/1/217 Page No : 1 Dedham St (SB) In - Peak Hour: 3:45 PM Right Thru Left Peds Peak Hour Data Washington St (EB) In - Peak Hour: 3:45 PM Left Thru Right Peds 1 1 North Passenger Vehicles Heavy Vehicles Bicycles Right Thru Left Peds In - Peak Hour: 3:45 PM Washington St (WB) Left Thru Right Peds In - Peak Hour: 12: PM

67 Central Transportation Planning Staff Washington Street & Dedham Street August 1, 217 8/1/17 (AM) - 8/3/17 (PM) File Name : Washington & Dedham Site Code : Start Date : 8/1/217 Page No : 11 Dedham St (SB) Washington St (EB) Passenger Vehicles Heavy Vehicles Bicycles 3:45 PM 4:3 PM Washington St (WB) North

68 Central Transportation Planning Staff Washington Street & Pleasant Street August 2, 217 8/3/17 (AM) - 8/2/17 (PM) File Name : Washington & Pleasant Site Code : Start Date : 8/2/217 Page No : 1 Groups Printed- Passenger Vehicles - Heavy Vehicles - Bicycles From North Washington St (WB) From East Pleasant St (NB) From South Washington St (EB) From West Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total 7:15 AM :3 AM :45 AM Total : AM :15 AM :3 AM Total :45 PM Total : PM :15 PM :3 PM :45 PM Total Grand Total Apprch % Total % Passenger Vehicles % Passenger Vehicles Heavy Vehicles % Heavy Vehicles Bicycles % Bicycles

69 Central Transportation Planning Staff Washington Street & Pleasant Street August 2, 217 8/3/17 (AM) - 8/2/17 (PM) File Name : Washington & Pleasant Site Code : Start Date : 8/2/217 Page No : 2 Out In Total Right Thru Left Peds Washington St (EB) Out In Total Left Thru Right Peds 1 1 North 8/2/217 7:15 AM 8/2/217 5: PM Passenger Vehicles Heavy Vehicles Bicycles Right Thru Left Peds Out In Total Washington St (WB) Left Thru Right Peds Out In Total Pleasant St (NB)

70 Central Transportation Planning Staff Washington Street & Pleasant Street August 2, 217 8/3/17 (AM) - 8/2/17 (PM) File Name : Washington & Pleasant Site Code : Start Date : 8/2/217 Page No : 3 Washington St (EB) Passenger Vehicles Heavy Vehicles Bicycles 7:15 AM 5: PM Washington St (WB) Pleasant St (NB) 82 North

71 Central Transportation Planning Staff Washington Street & Pleasant Street August 2, 217 8/3/17 (AM) - 8/2/17 (PM) File Name : Washington & Pleasant Site Code : Start Date : 8/2/217 Page No : 4 From North Washington St (WB) From East Pleasant St (NB) From South Washington St (EB) From West Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total Peak Hour Analysis From 7:15 AM to 11:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 7:45 AM 7:45 AM : AM :15 AM :3 AM Total Volume % App. Total PHF Passenger Vehicles % Passenger Vehicles Heavy Vehicles % Heavy Vehicles Bicycles % Bicycles Out In Total Right Thru Left Peds Peak Hour Data Washington St (EB) Out In Total Left Thru Right Peds 1 1 North Peak Hour Begins at 7:45 AM Passenger Vehicles Heavy Vehicles Bicycles Right Thru Left Peds Out In Total Washington St (WB) Left Thru Right Peds Out In Total Pleasant St (NB)

72 Central Transportation Planning Staff Washington Street & Pleasant Street August 2, 217 8/3/17 (AM) - 8/2/17 (PM) File Name : Washington & Pleasant Site Code : Start Date : 8/2/217 Page No : 5 Washington St (EB) Passenger Vehicles Heavy Vehicles Bicycles 7:45 AM 8:3 AM Washington St (WB) Pleasant St (NB) 362 North Peak Hour Analysis From 7:15 AM to 11:45 AM - Peak 1 of 1 Peak Hour for Each Approach Begins at: 7:15 AM 7:45 AM 7:15 AM 7:45 AM + mins mins mins mins Total Volume % App. Total PHF Passenger Vehicles % Passenger Vehicles Heavy Vehicles % Heavy Vehicles Bicycles % Bicycles

73 Central Transportation Planning Staff Washington Street & Pleasant Street August 2, 217 8/3/17 (AM) - 8/2/17 (PM) File Name : Washington & Pleasant Site Code : Start Date : 8/2/217 Page No : 6 In - Peak Hour: 7:15 AM Right Thru Left Peds Peak Hour Data Washington St (EB) In - Peak Hour: 7:45 AM Left Thru Right Peds 1 1 North Passenger Vehicles Heavy Vehicles Bicycles Right Thru Left Peds In - Peak Hour: 7:45 AM Washington St (WB) Left Thru Right Peds In - Peak Hour: 7:15 AM Pleasant St (NB)

74 Central Transportation Planning Staff Washington Street & Pleasant Street August 2, 217 8/3/17 (AM) - 8/2/17 (PM) File Name : Washington & Pleasant Site Code : Start Date : 8/2/217 Page No : 7 Washington St (EB) Passenger Vehicles Heavy Vehicles Bicycles 7:45 AM 8:3 AM Washington St (WB) Pleasant St (NB) 378 North

75 Central Transportation Planning Staff Washington Street & Pleasant Street August 2, 217 8/3/17 (AM) - 8/2/17 (PM) File Name : Washington & Pleasant Site Code : Start Date : 8/2/217 Page No : 8 From North Washington St (WB) From East Pleasant St (NB) From South Washington St (EB) From West Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total Peak Hour Analysis From 12: PM to 5: PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 4: PM 4: PM :15 PM :3 PM :45 PM Total Volume % App. Total PHF Passenger Vehicles % Passenger Vehicles Heavy Vehicles % Heavy Vehicles Bicycles % Bicycles Out In Total Right Thru Left Peds Peak Hour Data Washington St (EB) Out In Total Left Thru Right Peds North Peak Hour Begins at 4: PM Passenger Vehicles Heavy Vehicles Bicycles Right Thru Left Peds Out In Total Washington St (WB) Left Thru Right Peds Out In Total Pleasant St (NB)

76 Central Transportation Planning Staff Washington Street & Pleasant Street August 2, 217 8/3/17 (AM) - 8/2/17 (PM) File Name : Washington & Pleasant Site Code : Start Date : 8/2/217 Page No : 9 Washington St (EB) Passenger Vehicles Heavy Vehicles Bicycles 4: PM 4:45 PM Washington St (WB) Pleasant St (NB) 25 North Peak Hour Analysis From 12: PM to 5: PM - Peak 1 of 1 Peak Hour for Each Approach Begins at: 12: PM 3:45 PM 3:45 PM 4: PM + mins mins mins mins Total Volume % App. Total PHF Passenger Vehicles % Passenger Vehicles Heavy Vehicles % Heavy Vehicles Bicycles 1 1 % Bicycles.1.1

77 Central Transportation Planning Staff Washington Street & Pleasant Street August 2, 217 8/3/17 (AM) - 8/2/17 (PM) File Name : Washington & Pleasant Site Code : Start Date : 8/2/217 Page No : 1 In - Peak Hour: 12: PM Right Thru Left Peds Peak Hour Data Washington St (EB) In - Peak Hour: 4: PM Left Thru Right Peds North Passenger Vehicles Heavy Vehicles Bicycles Right Thru Left Peds In - Peak Hour: 3:45 PM Washington St (WB) Left Thru Right Peds In - Peak Hour: 3:45 PM Pleasant St (NB)

78 Central Transportation Planning Staff Washington Street & Pleasant Street August 2, 217 8/3/17 (AM) - 8/2/17 (PM) File Name : Washington & Pleasant Site Code : Start Date : 8/2/217 Page No : 11 Washington St (EB) Passenger Vehicles Heavy Vehicles Bicycles 4: PM 4:45 PM Washington St (WB) Pleasant St (NB) 217 North

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88 Washington Street and Randolph Street Intersection Number Crash Year Crash Time Crash Date Crash Number Crash Severity Manner of Collision Road Surface Condition Ambient Light Weather Condition Vehicle Action Prior to Crash :28 AM 5/25/ Property damage only (none injured) Angle Dry Daylight Clear V1: Travelling straight ahead / V2:Turning right :31 AM 6/21/ Property damage only (none injured) Angle Dry Daylight Clear V1: Making U-turn / V2:Travelling straight ahead :12 AM 11/23/ Property damage only (none injured) Single vehicle crash Wet Daylight Clear/Other V1: Travelling straight ahead :17 AM 9/22/ Non-fatal injury Sideswipe, opposite direction Wet Daylight Rain V1: Turning right / V2:Slowing or stopped in traffic :19 PM 1/14/ Property damage only (none injured) Single vehicle crash Wet Daylight Rain V1: Turning right :22 AM 1/21/ Property damage only (none injured) Rear-end Snow Daylight Snow V1: Slowing or stopped in traffic / V2:Slowing or stopped in traffic / V3:Travelling straight ahead :37 AM 9/5/ Non-fatal injury Sideswipe, opposite direction Wet Daylight Rain V1: Slowing or stopped in traffic / V2:Turning right :35 PM 2/2/ Property damage only (none injured) Rear-end Dry Daylight Clear V1: Travelling straight ahead / V2:Travelling straight ahead :39 AM 7/23/ Property damage only (none injured) Angle Wet Daylight Rain/Other V1: Turning right / V2:Slowing or stopped in traffic :54 AM 12/29/ Non-fatal injury Single vehicle crash Dry Dark - lighted roadway Clear V1: Travelling straight ahead 213 8:32 AM 9/23/ Property damage only (none injured) Angle Dry Daylight Clear V1: Travelling straight ahead / V2:Travelling straight ahead :29 PM 2/18/ Property damage only (none injured) Rear-end Snow Daylight Cloudy/Snow V1: Slowing or stopped in traffic / V2:Slowing or stopped in traffic :28 AM 9/19/ Property damage only (none injured) Rear-end Dry Daylight Clear V1: Travelling straight ahead / V2:Slowing or stopped in traffic :49 AM 11/13/ Non-fatal injury Head-on Dry Daylight Clear V1: Turning left / V2:Travelling straight ahead / V3:Slowing or stopped in traffic :14 PM 12/3/ Property damage only (none injured) Angle Wet Dark - roadway not lighted Clear/Rain V1: Travelling straight ahead / V2:Turning left

89 INTERSECTION CRASH RATE WORKSHEET CITY/TOWN : Canton COUNT DATE : April 217 DISTRICT : 6 UNSIGNALIZED : X SIGNALIZED : ~ INTERSECTION DATA ~ MAJOR STREET : MINOR STREET(S) : Washington Street Randolph Street INTERSECTION DIAGRAM (Label Approaches) North 1 Washington Street 2 Washington Street 3 Randolph Street APPROACH : DIRECTION : PEAK HOURLY VOLUMES (AM/PM) : " K " FACTOR : TOTAL # OF CRASHES : PEAK HOUR VOLUMES NB SB EB WB ,35 INTERSECTION ADT ( V ) = TOTAL DAILY.9 22,611 APPROACH VOLUME : 15 # OF YEARS : 5 AVERAGE # OF CRASHES PER YEAR ( A ) : Total Peak Hourly Approach Volume 3. CRASH RATE CALCULATION :.36 RATE = ( A * 1,, ) ( V * 365 ) Comments : Project Title & Date: Washington Street and Randolph Street Intersection