MEMORANDUM. Nantasket Road at Kingsley Road Kingsley Road at Sumner Street Kingsley Road at Revere Street Kingsley Road at Kenberma Street

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1 MEMORANDUM Date: June 28, 2012 To: From: Subject: Mr. Joseph Stigliani, Director of Public Works Kenneth J. Petraglia, P.E., PTOE Greg E. Lucas, P.E., PTOE Kingsley Road Stop Sign Warrant Analysis BETA Project #: 4247 At the request of the Town of Hull, BETA Group, Inc. (BETA) has performed a multi-way stop control warrant analysis for four intersections along Kingsley Road, as shown in Figure 1. The four study intersections are: Nantasket Road at Kingsley Road Kingsley Road at Sumner Street Kingsley Road at Revere Street Kingsley Road at Kenberma Street The goals of the study are to determine: if multi-way stop signs are warranted at any of the study intersections; and, what potential improvements can be implemented to improve safety and traffic control at each intersection. Existing Conditions Kingsley Road is a north-south roadway functionally classified as an Urban Collector. Nantasket Road is also classified as an Urban Collector, while Sumner Street, Revere Street and Kenberma Street are classified as local roads. All roadways are under Town jurisdiction. Land use in the study area is almost exclusively residential. Nantasket Road and Kingsley Road form a T-intersection with Kingsley Road under STOP control. A stop sign, painted stop bar and STOP word markings are provided for Kingsley Road. Kingsley Road has a painted single yellow centerline, as does Nantasket Road west of Kingsley Road; Nantasket Road east of Kingsley Road has a double yellow centerline. All pavement markings are faded. Pavement condition is generally poor on Nantasket Road, with rutting, cracking and extensive patching; pavement condition is fair to good on Kingsley Road. Monument Square is a Town-owned recreational park with athletic facilities on the northeast corner of the intersection. Kingsley Road and Sumner Street form a 4-way intersection with Sumner Street under STOP control. Sumner Street intersects Kingsley Road at a skewed angle, which creates larger areas of pavement on the acute southwest and northwest corners to accommodate turning vehicles. A stop sign, painted stop bar and STOP word markings are provided for both Sumner Street approaches, BETA GROUP, INC. 315 Norwood Park South, 2nd Floor, Norwood, MA P: F: W:

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3 Page 3 of 10 although it should be noted that the stop sign for the westbound approach is faded and is located on a utility pole approximately 15 feet in advance of the painted stop bar. A single yellow centerline is provided on Kingsley Road; no centerline markings are provided for Sumner Street. Kingsley Road and Revere Street form a 4-way intersection with Revere Street under STOP control. A stop sign, painted stop bar and STOP word markings are provided for both Revere Street approaches, although it should be noted that the stop sign for the eastbound approach is faded and the stop sign for the westbound approach is located approximately 8 feet in advance of the painted stop bar. Crosswalks are provided across all four approaches at the intersection, although there are no sidewalks or handicap access ramps for pedestrian access and travel. Pedestrians were generally observed walking in the street. A single yellow centerline is provided on Kingsley Road; no centerline markings are provided for Revere Street. Kingsley Road and Kenberma Street form a 4-way intersection with Kenberma Street under STOP control. A stop sign, painted stop bar and STOP word markings are provided for both Kenberma Street approaches, although it should be noted that the post-mounted stop sign for the eastbound approach is leaning, likely as a result of being struck by a vehicle, and the stop sign for the westbound approach is located on a telephone pole approximately 15 feet in advance of the painted stop bar. The westbound STOP sign is also mounted too low and is mounted below a NO PARKING sign. Crosswalks are provided across all four approaches at the intersection, with limited sidewalk areas that do not provide a consistent, continuous path for pedestrian travel. Pedestrians were generally observed walking in the street. A single yellow centerline is provided on Kingsley Road; no centerline markings are provided for Kenberma Street. Traffic Volumes Manual Turning Movement Counts (TMC) were conducted at the four study intersections on Thursday, June 14, 2012 from 7:00 AM to 7:00 PM. The data collection period was chosen because the warrants for multi-way stop control require certain thresholds to be met for any eight hours on an average day. Vehicles, pedestrians and bicycles were all counted to assess the combined multiway stop control warrant criteria. A review of the traffic counts indicates that the weekday morning peak hour occurs from 7:45 AM to 8:45 AM and the weekday afternoon peak hour occurs from 4:00 PM to 5:00 PM. Figure 2 provides the 2012 existing morning and afternoon peak hour volumes. Figure 3 presents the morning and afternoon peak hour pedestrian and bicycle volumes. Crash Data Crash data were compiled from MassDOT records collected by the Registry of Motor Vehicles. The most recent three years available, 2007 through 2009, were reviewed. Crash history is a component of the warrants for multi-way stop control.

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6 Page 6 of 10 Table 1- Crash Data Summary Total Crashes Description Intersection ( ) Nantasket Road at Kingsley Road 0 - Kingsley Road at Sumner Street 1 Rear-end crash, no injury Kingsley Road at Revere Street 2 Both angle crashes, one with injury in wintry conditions Kingsley Road at Kenberma Street 1 Angle crash, no injury As can be seen in Table 1, none of the study intersections show a significant crash history. There were a total of four crashes at all intersections combined over the three year study period. Multi-Way Stop Control Warrant Analysis Multi-way stop control is the implementation of stop signs on all approaches of an intersection. In order to justify the implementation of multi-way stop control, warrants described in the 2009 edition of the Manual on Uniform Traffic Control Devices (MUTCD) must be met. The warrants outlined in Section 2B.07 of the MUTCD are as follows: The following criteria should be considered in the engineering study for a multi-way STOP sign installation: A. Where traffic control signals are justified, the multi-way stop is an interim measure that can be installed quickly to control traffic while arrangements are being made for the installation of the traffic control signal. B. Five or more reported crashes in a 12-month period that are susceptible to correction by a multi-way stop installation. Such crashes include right-turn and left-turn collisions as well as right-angle collisions. C. Minimum volumes: 1. The vehicular volume entering the intersection from the major street approaches (total of both approaches) averages at least 300 vehicles per hour for any 8 hours of an average day; and 2. The combined vehicular, pedestrian, and bicycle volume entering the intersection from the minor street approaches (total of both approaches) averages at least 200 units per hour for the same 8 hours, with an average delay to minor-street vehicular traffic of at least 30 seconds per vehicle during the highest hour; but 3. If the 85 th -percentile approach speed of the major-street traffic exceeds 40 mph, the minimum vehicular volume warrants are 70 percent of the values provided in Items 1 and 2. D. Where no single criterion is satisfied, but where B, C.1, and C.2 are all satisfied to 80 percent of the minimum values. Criterion C.3 is excluded from this condition.

7 Page 7 of 10 A is not met because side street volumes are well below the thresholds for traffic signal installation. B is also not met, based on the crash data shown in Table 1. C requires analysis of combined traffic volumes for each approach at each intersection over the entire 12-hour data collection period. Analysis of these volumes is shown in Tables 2 through 5. Volume summary tables are included in the Appendix. Hour Beginning Table 2- Multi-Way Stop Control Warrant Analysis Nantasket Road at Kingsley Road Major Street Nantasket Road (Vehicles) 300 vph C.1? Minor Street Kingsley Road (All Modes) 200 vph C.2? 7:00 AM 87 NO 85 NO 8:00 AM 97 NO 76 NO 9:00 AM 104 NO 59 NO 10:00 AM 92 NO 78 NO 11:00 AM 113 NO 78 NO 12:00 PM 120 NO 87 NO 1:00 PM 102 NO 66 NO 2:00 PM 135 NO 63 NO 3:00 PM 162 NO 73 NO 4:00 PM 184 NO 92 NO 5:00 PM 193 NO 74 NO 6:00 PM 177 NO 71 NO

8 Page 8 of 10 Hour Beginning Table 3- Multi-Way Stop Control Warrant Analysis Kingsley Road at Sumner Street Major Street Kingsley Road (Vehicles) 300 vph C.1? Minor Street Sumner Street (All Modes) 200 vph C.2? 7:00 AM 110 NO 17 NO 8:00 AM 100 NO 11 NO 9:00 AM 93 NO 23 NO 10:00 AM 124 NO 26 NO 11:00 AM 131 NO 36 NO 12:00 PM 128 NO 32 NO 1:00 PM 106 NO 22 NO 2:00 PM 142 NO 23 NO 3:00 PM 151 NO 40 NO 4:00 PM 192 NO 36 NO 5:00 PM 187 NO 49 NO 6:00 PM 144 NO 40 NO Hour Beginning Table 4- Multi-Way Stop Control Warrant Analysis Kingsley Road at Revere Street Major Street Kingsley Road (Vehicles) 300 vph C.1? Minor Street Revere Street (All Modes) 200 vph C.2? 7:00 AM 103 NO 26 NO 8:00 AM 97 NO 28 NO 9:00 AM 106 NO 31 NO 10:00 AM 125 NO 27 NO 11:00 AM 153 NO 21 NO 12:00 PM 135 NO 35 NO 1:00 PM 116 NO 32 NO 2:00 PM 132 NO 46 NO 3:00 PM 151 NO 49 NO 4:00 PM 190 NO 37 NO 5:00 PM 194 NO 63 NO 6:00 PM 145 NO 58 NO

9 Page 9 of 10 Hour Beginning Table 5- Multi-Way Stop Control Warrant Analysis Kingsley Road at Kenberma Street Major Street Kingsley Road (Vehicles) 300 vph C.1? Minor Street Revere Street (All Modes) 200 vph C.2? 7:00 AM 81 NO 21 NO 8:00 AM 76 NO 28 NO 9:00 AM 88 NO 23 NO 10:00 AM 90 NO 35 NO 11:00 AM 121 NO 33 NO 12:00 PM 123 NO 42 NO 1:00 PM 112 NO 49 NO 2:00 PM 116 NO 41 NO 3:00 PM 123 NO 66 NO 4:00 PM 172 NO 51 NO 5:00 PM 161 NO 59 NO 6:00 PM 153 NO 57 NO As can be seen in Tables 2 through 5, vehicular volumes on the major street (uncontrolled) approaches at each intersection fall short of C.1 for all hours of the day at all locations. Combined vehicular, bicycle and pedestrian volumes on the minor street (stop-controlled) approaches at each intersection fall short of C.2 for all hours of the day at all locations. In conclusion, none of the study intersections meet warrants for installation of multi-way stop control. C.3 allows for a reduction of minimum vehicular volume warrants if the 85 th -percentile approach speed on the major-street traffic exceeds 40 mph. 85 th -percentile speed is defined as the speed at which 85 percent of the traffic is traveling at or below. While speed data were not collected, field observations of vehicles traveling along Kingsley Road did not find consistently high speeds. It should also be noted that a 70% reduction would result in minimum vehicle thresholds of 210 vehicles for combined major street volumes and 140 combined vehicles, pedestrians and bicycles for combined minor street volumes, and that these reduced minimums would also not be met for any hour at any location. D is met if B, C.1 and C.2 are all satisfied to 80 percent of the minimum values. None of these reduced minimums would be met for any criteria for any of the study intersections.

10 Page 10 of 10 Conclusion and Recommendations The study data reveal that none of the study intersections meet warrants for installation of multiway stop control. The following improvements are recommended at each of the study intersections to improve safety and increase visibility and awareness of existing traffic control devices. All Locations: Replace single yellow centerline with double yellow centerline along Kingsley Road and Nantasket Road. The MUTCD states that a single solid yellow line shall not be used as a center line marking on a two-way roadway. Apply a double yellow centerline on Sumner Street, Revere Street and Kenberma Street for a minimum of 100 feet from the stop line. Prohibit parking within 20 feet of the intersection along Kingsley Road at Sumner Street, Revere Street and Kenberma Street. This can be accomplished through installation of R7-11 No Parking Here to Corner signs. Consider red reflective strips to be mounted on all stop signs. This will increase awareness and visibility of stop signs, especially at night. Nantasket Road/Kingsley Road: Repaint stop line and STOP word marking on the Kingsley Road approach. Existing markings are faded and may not be visible to approaching traffic. Kingsley Road/Sumner Street: Replace the faded pole-mounted stop sign on the westbound Sumner Street approach with a post-mounted sign located at the existing stop line. In conjunction with this improvement, provide a W3-1 Stop Ahead sign approximately 100 feet in advance of the stop bar on this approach. Kingsley Road/Revere Street: Replace the stop sign for the eastbound approach. The existing sign is faded and may not clearly be visible, especially at night. Relocate the stop sign for the westbound Revere Street approach so that it is adjacent to the stop line. Kingsley Road/Kenberma Street: Repair or replace the stop sign for the eastbound Kenberma Road approach. The existing stop sign is leaning, likely the result of a vehicle strike. Replace the pole-mounted stop sign on the westbound Kenberma Road approach with a postmounted sign located at the existing stop line. In conjunction with this improvement, provide a W3-1 Stop Ahead sign approximately 100 feet in advance of the stop bar on this approach. If we can be of any further assistance regarding this matter, please contact us at our office. Ref: O:\4200s\ Hull\Stop Sign Warrant - 4 Locations\Report\4247 Hull Stop Sign Warrants.docx