ROAD SAFETY AUDIT. Mass Pike Interchange 6, I-291 and Burnett Road. City of Chicopee. November 4, Prepared For: MassDOT Highway Division

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1 ROAD SAFETY AUDIT Mass Pike Interchange 6, I-291 and Burnett Road City of Chicopee November 4, 2013 Prepared For: MassDOT Highway Division Prepared By: BETA Group, Inc.

2 Table of Contents Project Data... 1 Background... 2 Project Description... 2 Audit Observations... 6 Potential Safety Enhancements... 9 Summary of Road Safety Audit List of Appendices Appendix A. Appendix B. Appendix C. RSA Meeting Agenda RSA Audit Team Contact List Detailed Crash Data List of Figures Figure 1. Location Map... 3 List of Tables Table 1. Participating Audit Team Members... 1 Table 2. Estimated Time Frame and Costs Breakdown... 9 Table 3. Potential Safety Enhancement Summary... 13

3 Project Data A Road Safety Audit for the intersection of Mass Pike (I-90) Interchange 6, I-291 and Burnett Road was held on October 9, 2013 at the Chicopee Department of Public Works in Chicopee, MA. As indicated in Table 1, the audit team consisted of representatives from State, Regional and Local agencies and included a cross-section of engineering, planning and emergency response expertise. Table 1. Participating Audit Team Members Audit Team Member Corey O Connor Juliet Locke Chris Chaban Paul D Auteuil Bao Lang Steve Pikul Khyati Parmar Greg Lucas Justin Curewitz Agency/Affiliation MassDOT Highway Division Safety Section VHB Chicopee Asst. City Engineer Mass. State Police - Springfield MassDOT Highway Division District 2 Traffic MassDOT Highway Division District 2 Projects PVPC BETA Group, Inc. BETA Group, Inc. Page 1

4 Background The Federal Highway Administration defines a Road Safety Audit (RSA) as the formal safety examination of an existing or future road or intersection by an independent, multidisciplinary team. The purpose of an RSA is to identify potential safety issues and possible opportunities for safety improvements considering all roadway users. A Road Safety Audit was scheduled for the intersection of Mass Pike Interchange 6, I- 291 and Burnett Road because the signalized intersection has been identified as a high crash location within the Pioneer Valley Planning Commission (PVPC) region, and an RSA is required by MassDOT design guidelines for high crash locations. The RSA also included the segment of I-291 between the onramp to I-291 from Fuller Road/Shawinigan Drive and the ramp from I-291 to the Mass Pike. The RSA is intended to identify potential short and long term safety improvements that can be made at the locations, which can then be implemented through general maintenance for short term low cost improvements or incorporated into a reconstruction project for long term improvements. Project Description The Massachusetts Turnpike (Mass Pike) is a tolled interstate highway carrying I-90 across the Commonwealth. Mass Pike Interchange 6 provides access to I- 291, which is an interstate highway providing access to the City of Springfield from the east. I-291 travels generally northeast-southwest, extending approximately 5.5 miles from the Mass Pike to its terminus at I-91 in Springfield. Mass Pike Interchange 6 at I-291 and Burnett Road The intersection of Mass Pike Interchange 6, I-291 and Burnett Road is a T-type intersection under signalized control. As previously discussed, I-291 travels generally northeast-southwest, but is signed as an east-west roadway and forms the south leg of the signalized intersection. Burnett Road forms the north leg of the intersection, and Mass Pike Interchange 6 forms the east leg. Traffic exiting the Mass Pike at Interchange 6 bound for I-291 westbound must turn left at the signalized intersection. A yield-controlled channelized ramp is provided for traffic heading from I-291 eastbound to the Mass Pike, allowing them to bypass the traffic signal. Burnett Road is functionally classified as an Urban Minor Arterial and provides access from the Mass Pike and I-291 to Chicopee and Ludlow to the north and east. The segment of Burnett Road south of First Avenue is under MassDOT jurisdiction, as are both interstate highways and all ramps to and from the highways. The signalized intersection at First Avenue and the signalized intersection at Interchange 6 are both under MassDOT jurisdiction. Burnett Road north of First Avenue is under the jurisdiction of the City of Chicopee. Page 2

5 ST AV EN UE BURNE TT ROAD F IR T ANDE M LOT M ASS INT ERC PIKE HANGE 6 FU LL ER PIKE (I -90) I-291 M ASS RO AD SHAWINIGAN DRIV E LEGEND STUDY CORRIDOR TOWN LINE E PE O IC LD CH F IE G RIN SP Road Safety Audit Mass Pike Interchange 6, I-291 and Burnett Road Chicopee, MA Figure 1 Location Map

6 The Burnett Road southbound approach to the intersection at Interchange 6 provides two through lanes to I-291 and a left turn lane to the Mass Pike toll plaza. The left turn lane is controlled by an optically programmed left turn signal, which is not clearly visible to vehicles as they enter the exclusive left turn lane. The alignment of the southbound lanes requires a shift to the left when traveling through the intersection. The northbound approach of I-291 eastbound provides two through lanes, with right turns to the Mass Pike toll plaza accommodated by a channelized ramp under yield control that departs I-291 approximately 250 feet in advance of the signalized intersection. Interchange 6 provides two left turn lanes to I-291 and a channelized, yield-controlled right turn to Burnett Road northbound. This three lane cross section extends approximately 450 feet from the stop line at the traffic signal, roughly coincident with the limits of a median divider separating the approach and departure lanes. Vehicles entering the interchange from I-291 eastbound must yield to those which turned left from Burnett Road, and the lack of pavement markings in this segment present frequent weaving and jockeying for position before approaching the toll booth lanes, especially during peak periods. This layout is typical of Mass Pike toll booths. A tandem trailer parking area is located on the southeast corner of the intersection, accessed via the interchange traveled way between the end of the median and the toll booths. Tandem trailers exiting the Mass Pike must stop at this location to drop the 2 nd trailer, which is not allowed on I-291 or Burnett Road. It was noted that tandem trucks interfere with interchange traffic flow because drivers do not anticipate the truck s need to turn left immediately after departing the toll booth, traveling across Pike-bound traffic, to access the tandem parking area. The audit also considered the segment of I-291 eastbound between the Fuller Road/Shawinigan Drive ramps and the Burnett Road/Mass Pike Interchange 6 intersection. The segment between the on-ramp from Shawinigan Drive to the on-ramp from I-291 eastbound to the Mass Pike is approximately 650 feet in length, with the Mass Pike crossing over I-291 within this segment. I-291 eastbound maintains two travel lanes in advance of the Shawinigan Drive on-ramp, and maintains two marked lanes through the weaving segment to the on-ramp to the Mass Pike. The on-ramp from Shawinigan Drive has a tight curve radius, and vehicles on the ramp travel essentially perpendicular to I-291 before the sharp turn to the right to merge into I-291 traffic under yield control. It was noted that this sharp corner causes many drivers to stop rather than yield at the end of the ramp. Bridge-mounted lane control signs indicate that the left lane in this segment of I-291 is a through lane to the traffic signal and Burnett Road northbound, while the right lane is a right turn lane to the on-ramp to the Mass Pike. This likely matches traffic demand, but requires vehicles entering from Shawinigan Drive to yield to right lane traffic, then cross a lane if they intend to travel north on Burnett Road. The wide right lane in this segment appears wide enough for two vehicles to travel side-by-side, and audit participants familiar with the area noted that this frequently occurs during peak periods. A driver entering from Shawinigan Drive may actually fail to yield, thinking that they have room on the right, only to find another driver moving right within the wide lane. When active, this three lane operation would require a driver entering at Shawinigan Drive and traveling north on Burnett Road to weave across two lanes of traffic. It should also be noted that although the wide right lane is designated as a right turn lane, a through movement to Burnett Road is possible from this lane. These variances in driver behavior, expectations and aggressiveness create confusion and great potential for conflict along this segment of I Page 4

7 Crash data were provided by the State Police and the Chicopee Police Departments and summarized by MassDOT, and show 35 police documented crashes occurred at the signalized intersection of Interchange 6, I-291 and Burnett Road for the five year period from January 2007 though January A crash data summary and a collision diagram are included in the Appendix. The most prevalent crash type were rearend crashes, comprising 51% of total crashes. Ten rear-end crashes occurred on the interchange approach to the traffic signal, and may be the result of inadequate signal visibility, driver aggression, and lane maneuvering after departing the toll booth. Six rear-end crashes occurred on the I-291 eastbound approach, and may be the result of speed, driver aggression and inadequate signal visibility. One rear-end crash occurred on the southbound Burnett Road approach, and two occurred on the yield controlled right turn from the interchange to Burnett Road northbound. Rear-end crashes on this type of channelized right turn are often the result of variances in driver aggression and willingness to accept a gap in through traffic. A trailing driver may accelerate, expecting that the leading driver will go, and then strike the stillstopped leading driver. Sideswipes were also common at the intersection, with five occurring on the interchange approach. These are likely the result of drivers jockeying for position after departing the toll booth. One sideswipe crash occurred departing the intersection southbound, and two occurred between vehicles turning left from the interchange onto I-291. Of particular note are four crashes between a vehicle turning left from the Mass Pike interchange and a vehicle traveling north towards Burnett Road from I-291. All four of these crashes included a comment stating that the operator did not have time to stop, which can indicate signal visibility deficiencies but can also be an indication of higher speeds approaching the signal on I % of all crashes at the intersection occurred between 6 AM and 10 AM, illustrating an expected correlation between the crash history and peak congestion periods. Crash data were also provided by the State Police for the segment of I-291 eastbound between the onramp from Shawinigan Drive and the on-ramp to the Mass Pike. 25 police-documented crashes occurred along this segment for the five year period from 2007 through % of crashes were rear-end crashes, with 16 of the 25 crashes occurring on the on-ramp from Shawinigan Drive to I-291. As previously noted, the geometry of this ramp causes many drivers to stop rather than yield when entering the highway, which can cause rear-end crashes due to conflicts with expectation of driver behavior. Several crash reports refer to driver aggression, road rage or heavy traffic. Two crashes were noted to involve drivers trying to pass stopped vehicles on the ramp. This may also relate to differing expectations of driver behavior due to the wide right lane and the potential for variance in travel patterns through the weaving segment. Six additional rear-end crashes occurred between the two ramps and may be the result of driver aggression or may relate to queued traffic from the signal during congested periods. Two crashes were single vehicle crashes where the vehicle departed the roadway; both occurred late at night and may have been related to speed. Page 5

8 Audit Observations Following a brief introduction to the RSA process and a summary of existing geometry and crash information, the audit participants were asked to discuss issues that affect safety at the intersection of Mass Pike Interchange 6, I-291 and Burnett Road, as well as for the segment of I-291 between Shawinigan Drive and Interchange 6. Audit participants then conducted a site visit as a group, at which time they offered observations on safety issues and concerns. A summary of those major safety considerations is as follows: Traffic Congestion and Queuing Congestion during peak periods was noted as a significant concern at the intersection, and likely plays a factor in the history of rear-end crashes as well as the noted incidents where driver aggression was a factor in the crash. A driver is likely to be more aggressive when delayed by traffic congestion. Congestion also leads to queuing, which may be a factor in rearend crashes from drivers unexpectedly encountering queued traffic. It was noted that queues can extend from the toll booth back through the ramp onto I-291, and can at times extend all the way back to the Shawinigan Drive ramp. It was also noted that queues exiting the Pike can back up through the toll booths, through the ramps onto the Pike itself in the morning peak. Congestion and queuing indicates signal deficiency and failure. Speed Speed was noted by audit participants as a concern on I-291 eastbound approaching the traffic signal at the interchange. Adequate advance warning signage exists for the end of I-291, but the only signage relating to speed reduction is an END SPEED ZONE sign that indicates the end of the speed regulation for I-291. Drivers may be unprepared for the transition from highway speed on I- 291 to the stopped condition of the traffic signal and queued traffic. Weaving The 650 foot segment of I-291 between the Shawinigan Road on-ramp and the ramp to the Mass Pike interchange experiences significant weaving as a result of I-291 traffic merging right to exit to the Mass Pike and Shawinigan Drive traffic merging left to travel north on Burnett Road. Vehicles changing lanes may be a factor in rear-end crashes, especially during times of traffic congestion. I-291 Lane Configuration Overhead signage within the weaving segment of I-291 designates the left lane as a through lane and the right lane as a right turn lane. This confirms advance overhead guide signage indicating that the left lane is a through lane to Burnett Road and the right lane accesses the ramp to the Mass Pike. The right lane in this segment is wide enough to accommodate two lanes of traffic, and audit participants noted that traffic often forms three Wide right lane on I-291 eastbound lanes during peak periods, which exacerbates weaving and queuing concerns. Operation contrary to lane control signage and markings reduces a driver s expectation of other driver s behavior, which can lead to increased aggression and is a likely factor in rear-end crashes. Page 6

9 Ramp Curve Radius As previously noted, the on-ramp from Shawinigan Drive to I-291 has a sharp radius at I-291. This causes many drivers to stop rather than yield at the end of the ramp, likely because they cannot judge gaps while navigating the sharp turn. This is a likely factor in the variance in driver aggression on the ramp as noted in the crash summary and the history of rear-end crashes. It was noted by audit participants that modifications in ramp geometry are difficult to accommodate because of the proximity of the Mass Pike, which crosses over I-291 just north of the on-ramp. Signal Visibility Several issues related to visibility were noted at the intersection of Interchange 6, I-291 and Burnett Road. o o o o Signal heads for the Mass Pike interchange approach are post-mounted, which are less visible to approaching traffic than overhead signals. This is of particular concern given the heavy truck traffic exiting the Mass Pike. Trucks can easily block visibility of the post-mounted signals. Poor signal visibility is a likely factor in rear-end crashes on this approach. It was noted by MassDOT District 2 that a work order has been placed for a near-side supplemental post-mounted signal for this approach. The optically programmed signal for the left turn from Burnett Road southbound to the Mass Pike is not centered over the lane and is angled such that it is not clearly visible to vehicles when they enter the left turn lane. A driver cannot ascertain the signal indication until they reach the stop line, which could have been a factor in the rear-end crash on this approach. Overhead signals for the I-291 and Burnett Road approaches are older free-swinging heads without backplates. This provides less visibility than signal heads with backplates, which are particularly of concern at locations where sun glare is an issue. Glare was cited as a factor in one crash at the intersection, but audit participants familiar with the area noted that glare is not typically an issue due to the orientation of the intersection approaches. The I-291 and Burnett Road approaches both provide one overhead signal head and one signal head mounted on the mast arm shaft, both located on the far side of the intersection only. The single overhead signal face can be obstructed by larger vehicles in the lane, reducing visibility for approaching traffic. This is a likely contributing factor in the concentration of northbound rear-end crashes. Signal Equipment It was noted that detection loops are not working on the interchange approach, and that the associated vehicle phase is currently running on max recall. The lack of functioning detection on this approach reduces the effectiveness of the traffic signal, which may contribute to congestion and increased driver aggression. Page 7

10 Truck Traffic Significant truck traffic passes through the signalized intersection due to the importance of the interchange and I-291 as a regional connector, and the presence of the tandem truck lot. Trucks can block visibility of traffic signals, and impact traffic due to their slower speeds and need for wider turning paths. It is Trucks turning side-by-side unknown if the two sideswipe crashes on the left turn from the interchange to I-291 involved trucks, but it was noted that the turning path and receiving width is not wide enough for two trucks to turn side-by-side. Tandem Truck Lot The tandem lot impacts operations because trucks must turn across Pike-bound traffic entering the tolls to access the lot, which is contrary to driver expectations of a vehicle departing the toll booth. Audit participants parked in the tandem lot during the site visit on the day of the audit and experienced first hand the challenge of turning left across interchange traffic when exiting the lot. Interchange Lane Configuration The occurrence of sideswipe crashes on the interchange approach indicates drivers changing lanes on this approach. This may be due to the short distance between the toll booth exit and the beginning of the marked lanes, and the inability of a driver to shift towards their desired lane in advance of the lane markings. This may also be related to traffic congestion and driver aggression, as drivers jockey for position to find their desired lane. Red Light Violations It was noted by audit participants that red light violations are common at the intersection. A PVPC study of the intersection identified 35 violations in the AM peak hour and 29 violations in the PM peak hour. Red light running is likely related to driver aggression as a result of traffic congestion. It was noted by police that enforcement is difficult due to the limited ability to stop drivers on the interchange ramp or on I-291. Red light violations can also be attributed to poor signal visibility, where a vehicle following a tractor trailer may not be able to view the far side signal indications turning yellow and red, or may be an indication of inadequate traffic signal clearance times. Pavement Rutting Audit participants noted pavement rutting on the intersection approaches. Signage It was suggested that rear-end crashes on I-291 at the traffic signal may be the result of inadequate signage warning of the end of I-291 and the presence of the traffic signal. Driver Aggression Driver aggression was noted as an overriding concern with many other safety issues identified above. Improvements aimed at improving and correcting the various issues identified should reduce aggressive behavior. Page 8

11 Potential Safety Enhancements After the site visit, audit participants returned to the meeting location to discuss the safety issues and consider improvements. Audit participants were encouraged to consider both short and long term improvements for each issue. Each improvement considered has been categorized as short-term, midterm, or long-term based on the definitions shown in Table 2. Additionally, a cost category has been assigned to each improvement based on the parameters set forth in Table 2. Table 2. Estimated Time Frame and Costs Breakdown Time Frame Costs Short-term <1 year Low <$10,000 Mid-term 1 3 years Medium $10,000 $50,000 Long-term >3 years High >$50,000 Improve the capacity of the signalized intersection at Interchange 6, I-291 and Burnett Road. MassDOT District 2 personnel present at the audit identified details of a design project which will replace the traffic signal and resurface the ramps and adjacent roadways. The project will provide a four lane approach from the interchange with three left turn lanes to I-291. The turn lanes and receiving lanes are designed to accommodate larger trucks turning side-by-side. I-291 westbound will have three travel lanes up to the Fuller Road/Shawinigan Drive off-ramp, where the right lane will be an exit only lane. The I-291 approach to the traffic signal will provide two through lanes to Burnett Road. Burnett Road southbound will provide three through lanes to I-291, matching the three receiving lanes. The traffic signal will be fully actuated with timings optimized based on anticipated traffic demand. The increase in capacity and the updated traffic signal timings should reduce congestion, queuing and levels of driver aggression. This is a long-term, high cost improvement. It should be noted that the project is not currently programmed on the State Transportation Improvement Plan (TIP). Modify lanes for I-291 between Shawinigan Drive and the Mass Pike interchange. The current two lane designation requires jockeying for position for drivers approaching on I-291, and weaving for drivers entering from Shawinigan Drive. The design project formally establishes the three lane operation that occurs today in this segment, which will reduce confusion stemming from varied driver behavior that exists today in the wide right turn lane. The left lane will remain a through lane to Burnett Road, the middle lane will accommodate through vehicles to Burnett Road and vehicles using the ramp to the Mass Pike, and the right lane will exit to the Mass Pike. Drivers entering at Shawinigan Drive will no longer have to stop at the end of the ramp and will no longer face the two lane weave that occurs today during times when three travel lanes are established; instead, traffic will enter its own lane and shift left at speed with I-291 traffic. Added Lane signs W4-3 and W4-6 should be used for the added travel lane at the ramp. This is a long-term, high cost improvement. The feasibility of implementing the three lane operation as a short-term improvement was discussed, Page 9

12 but it was noted that this change cannot be formalized without work to protect the bridge abutment for the Mass Pike overpass. Review advance signage warning of the end of I-291. Existing signage is provided, but it was suggested that upgraded, larger signage could be provided. Existing signage should be reviewed to determine its adequacy and updated if necessary. A W19-1 Freeway Ends sign should also be considered in the absence of a regulated speed limit at the end of I-291 to clearly indicate that the freeway segment is ending. This is a short-term, low cost improvement. Provide improved advance signage warning of the traffic signal for I-291 traffic. W3-3 Traffic Signal Ahead signs are currently provided on both sides of the highway in advance of the Mass Pike overpass. It was suggested that illuminated Red Signal Ahead signs could be provided, which led to a debate of the effectiveness of the signs for drivers who are entering the Mass Pike and do not pass through the signal, and the potential for the illuminated sign to encourage speeding if drivers know that the signal is green based on the absence of illumination of the RED legend on the sign. A larger W3-3 sign could be provided overhead with flashing beacons to increase its visibility and effectiveness. This is a mid-term, medium cost improvement that could be incorporated into the p roposed project. It was noted that the project will provide overhead, arrow-per-lane guide signage to clearly Existing W3-3 signs on I-291 eastbound identify the lane configuration of I-291. Consider improvements to the Shawinigan Drive on-ramp. Vehicles frequently stop rather than yield due to the ramp geometry. The project will formalize the three lane operation of I-291 north of the onramp and should no longer require on-ramp traffic to stop. It was noted that the proposed project retains existing ramp geometry, and that modifications to the ramp are difficult due to the proximity of the Mass Pike overpass and the terrain of the slopes from the Mass Pike roadway. This is a longterm improvement with a cost to be determined. Replace the traffic signal with a modern, fully-actuated signal. This is being proposed by the reconstruction project along with the increased capacity described above. The traffic signal will conform to current standards and will have overhead signal heads for all approaches centered over the lane they serve. Backplates will be provided for all overhead signal heads with a yellow retroreflective border. This is a long-term, high cost improvement. Supplemental far side signal heads should be considered for left turn signals if they are not already incorporated into the design. Adjust the optically programmed signal head serving the left turn from Burnett Road to the Mass Pike. As a short-term measure, the alignment and rotation of the head can be adjusted to improve Page 10

13 visibility to the greatest extent practical for vehicles entering the lane. This is a short-term, low cost improvement. Add a supplemental head for the Mass Pike interchange approach, and consider supplemental heads for the Burnett Road left turn and for the I-291 approach. All three approaches have visibility constraints identified by the audit team. It was noted that a work order has been placed for the supplemental head for the interchange approach, but heads should also be considered for the other two approaches as part of the same work order. This is a short-term, low cost improvement. Repair or replace detection on the interchange approach to the signal. It was noted that a new radar detection technology is to be tested at this location. Detection should be reinstated either by replacement of loops or by installation of video or other modern detection technology. This is a shortterm, low cost improvement. Accommodate truck traffic in the proposed triple left turn lane from the Mass Pike to I-291. It was noted that the width of the receiving lanes allows for larger trucks to turn side-by-side from the two left-most lanes. Truck traffic is expected to favor the left two lanes because the right lane on I-291 will be an exit only lane to Fuller Road/Shawinigan Drive. This is part of the long-term, high cost improvements. Identify ways to better accommodate the tandem truck lot. It was suggested that the tandem truck lot may be relocated. Improvements should consider the feasibility of improving access to the tandem lot, and reducing or eliminating conflicts between turning trucks and other entering and exiting vehicles. This is a long-term, high cost improvement. Consider changes to the toll booths, incorporating MassDOT s plans to implement open road tolling. Open road tolling will eliminate the need for drivers to choose between electronic toll collection lanes and manned cash lanes, which will reduce lane jockeying for drivers entering the Pike and will allow drivers exiting the Pike to be more directly aligned with their desired lane on the approach to the traffic signal. This is a long-term, high cost improvement. The audit team discussed the feasibility of reassigning existing electronic toll lanes and cash lanes as a short-term measure to improve traffic flow and reduce weaving. It was Current toll booth configuration entering the Mass Pike suggested that the cost of reconfiguration of the booths with signage changes is cost prohibitive as a short term solution. Upgrade lane designation signage and pavement markings for the Mass Pike interchange approach to the traffic signal. It was suggested that existing signage is too small and should be replaced with larger signage as a short-term, low cost measure, and that updated signage should be incorporated into the project as a long-term measure. It was also noted that no lane designation pavement markings are Page 11

14 currently provided, but should be applied as a short term measure and incorporated into the the project as a long-term measure. Study clearance times. The existing yellow and all red clearance times should be determined from the existing traffic signal controller and compared to minimum requirements calculated based on the latest MassDOT guidance. If existing clearance times are insufficient, clearance times should be increased accordingly. This is a short-term, low cost improvement. Reconstruct pavement. I-291 will have full depth reconstruction and the ramps will be resurfaced as part of the proposed project. This is a long-term, high cost improvement. Reconstruct the Mass Pike and I-291 ramps to provide a typical Interstate to Interstate interchange, with free flowing traffic between all maneuvers. This is a very high cost, very long term improvement that should be considered as part of regional and statewide Interstate highway improvements. Summary of Road Safety Audit Table 3 summarizes potential recommendations discussed by the audit team. The recommendations are categorized based on the potential safety payoff, as well as by time frame and cost. The safety payoff is a qualitative judgment of the effectiveness of the potential safety improvements. Each recommendation has a responsibility assigned to it stating whether MassDOT or the City of Chicopee would be responsible for implementing the recommended improvement. Page 12

15 Table 3. Potential Safety Enhancement Summary Safety Issue Safety Enhancement Responsibility Traffic Congestion & Queuing, Interchange Lane Configuration, Truck Traffic Traffic Congestion & Queuing, Weaving, I-291 Lane Configuration Signage, Speed Signage Ramp Curve Radius Traffic Congestion and Queuing, Signal Visibility, Signal Equipment Signal Visibility Signal Visibility Signal Equipment Truck Traffic Improve the capacity of the signalized intersection at Mass Pike Interchange 6, I-291 and Burnett Road. A MassDOT project currently under design provides additional lanes which will provide increased capacity. Modify lanes for I-291 between Shawinigan Drive and the Mass Pike interchange. The proposed project formally establishes three lanes in this roadway segment. Include W4-3 and W4-6 Added Lane Signage at the ramp merge. Review advance signage warning of the end of I-291. Existing signage may be supplemented or replaced with larger signage. A W19-1 Freeway Ends sign should be considered in the absence of a regulated speed limit. Provide improved advance signage warning of the traffic signal for I-291 traffic. A larger W3-3 sign could be considered overhead with flashing beacons. Consider improvements to the Shawinigan Drive on-ramp. It was noted that modifications to the ramp may be difficult due to the proximity of the Mass Pike overpass. Replace the traffic signal with a modern, fully-actuated signal with overhead signal heads with backplates with a retroreflective border. Adjust the optically programmed signal head serving the left turn from Burnett Road to the Mass Pike. Add a supplemental head for the interchange approach as planned, and consider supplemental heads for the Burnett Road left turn and for the I-291 approach. Repair or replace detection on the interchange approach to the signal. Accommodate truck traffic in the proposed triple left turn lane from the Mass Pike to I-291. Safety Payoff Time Frame Cost MassDOT High Long-term High MassDOT High Long-term High MassDOT Medium Short-term TBD (Low) MassDOT Medium Mid-term TBD (Medium) MassDOT High Long-term TBD (High) MassDOT High Long-term High MassDOT Low Short-term $500 MassDOT High Short-term $10,000 MassDOT Low Short-term $5,000 MassDOT High Long-term High Page 13

16 Table 3. Potential Safety Enhancement Summary Safety Issue Safety Enhancement Responsibility Safety Payoff Time Frame Tandem Truck Lot Identify ways to better accommodate the tandem truck lot. MassDOT Medium Long-term TBD (High) Interchange Lane Configuration Interchange Lane Configuration Red Light Violations Consider changes to the toll booths, incorporating MassDOT s plans to implement open road tolling. Upgrade lane designation signage and pavement markings for the Mass Pike interchange approach to the traffic signal. Cost MassDOT Medium Long-term High MassDOT Low Short-term $500 Study clearance times, and implement changes as necessary. MassDOT Medium Short-term $2,000 Pavement Rutting Reconstruct pavement. MassDOT Low Short-term High ALL Reconstruct the Mass Pike and I-291 ramps to provide a typical Interstate to Interstate interchange, with free flowing traffic between all maneuvers. MassDOT High Long-term High * Long-term improvements are assumed to be combined into an overall reconstruction project; costs are order of magnitude components of the overall project cost. Page 14

17 Appendix A. RSA Meeting Agenda

18 Road Safety Audit Chicopee, MA Mass Pike Interchange 6, I-291 and Burnett Road Meeting Location: Chicopee Department of Public Works 115 Baskin Drive, Chicopee, MA Wednesday, October 9 th, :00 AM 12:00 noon Type of meeting: Attendees: Please bring: High Crash Location Road Safety Audit Invited Participants to Comprise a Multidisciplinary Team Thoughts and Enthusiasm!! 10:00 AM Welcome and Introductions 10:15 AM Discussion of Safety Issues 11:00 AM Site Visit Crash history, Speed Regulations provided in advance Existing Geometries and Conditions Drive to the intersection of the Mass Pike Interchange 6, I-291 and Burnett Road As a group, identify areas for improvement 11:30 AM Discussion of Potential Improvements Discuss observations and finalize safety issue areas Discuss potential improvements and finalize recommendations 12:00 noon Adjourn for the Day but the RSA has not ended Instructions for Participants: Before attending the RSA on October 9 th, participants are encouraged to drive/walk through the intersection and complete/consider elements on the RSA Prompt List with a focus on safety. All participants will be actively involved in the process throughout. Participants are encouraged to come with thoughts and ideas, but are reminded that the synergy that develops and respect for others opinions are key elements to the success of the overall RSA process. After the RSA meeting, participants will be asked to comment and respond to the document materials to assure it is reflective of the RSA completed by the multidisciplinary team.

19 Appendix B. RSA Audit Team Contact List

20 Participating Audit Team Members Date: October 9, 2013 Location: Chicopee MassPike Interchange 6, I-291 and Burnett Road Audit Team Member Agency/Affiliation Address Phone Number Greg Lucas BETA Justin Curewitz BETA Corey O Connor MassDOT Safety Corey.oconnor@state.ma.us Juliet Locke VHB jlocke@vhb.com Chris Chaban Chicopee Eng. cchaban@chicopeema.gov Paul D Auteuil Mass State Police Springfield Paul.d auteuil@pol.state.ma.us Bao Lang MassDOT Bao.Lang@dot.state.ma.us Steve Pikul MassDOT Steven.pikul@dot.state.ma.us Khyati Parmar PVPC kparmar@pvpc.org

21 Appendix C. Detailed Crash Data

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