ROAD SAFETY AUDIT. Needham Street and Highland Avenue Corridor. City of Newton and Town of Needham. March 2014

ROAD SAFETY AUDIT Needham Street and Highland Avenue Corridor City of Newton and Town of Needham March 2014 Prepared for: Massachusetts Department of Transportation Prepared by: Howard/Stein-Hudson Associates 38 Chauncy Street Boston, MA 02111

Table of Contents Background... 2 Road Safety Audit Observations... 10 Corridor-wide Issues... 11 Location 1: Needham Street at Oak Street/Christina Street, Newton... 14 Location 2: Highland Avenue at 1 st Avenue/Wexford Street, Needham... 19 Potential Safety Enhancements... 26 List of Appendices Appendix A. RSA Meeting Agenda Appendix B. RSA Audit Team Contact List Appendix C. Detailed Crash Data List of Figures Figure 1. Locus Map... 3 Figure 2. Needham Street at Oak Street/Christina Street... 6 Figure 3. Highland Avenue at 1 st Avenue/Wexford Street... 8 List of Tables Table 1. Participating Audit Team Members... 4 Table 2. Summary of Potential Safety Enhancements... 27 Page 1

Background The Road Safety Audit (RSA) focused on two intersections in the Needham Street and Highland Avenue corridor in Newton and Needham and took into consideration the corridor as a whole. From 2009 to 2011, 175 crashes were reported along the corridor between the intersection of Winchester Street/Boylston Street in Newton and the intersection of Highland Avenue/Webster Street in Needham. This includes 100 crashes in Needham and 75 crashes in Newton. Two of the intersections on the corridor are 2010 High Crash Locations: the intersection of Needham Street at Oak Street/Christina Street in Newton and the intersection of Highland Avenue at 1 st Avenue/Wexford Street in Needham. The intersection of Needham Street at Oak Street/Christina Street in Newton is also a 2011 High Crash Location. This report will focus on these locations, but will also discuss safety issues at a 2008 High Crash Location, Highland Avenue at Gould Street/Hunting Road, as well as corridor-wide issues and potential improvements. The study area corridor is shown in Figure 1. The corridor is in the 25% design phase under MassDOT Project #606635. The project will reconstruct the corridor, including a rehabilitation of the Charles River Bridge at the Newton-Needham border, and will include widening of the roadway and improvements to intersections. Construction is scheduled to begin in the winter of 2017/2018. The intersection of Highland Avenue at 1 st Avenue/Wexford Street was originally included in MassDOT Project #606635; however, it will be designed separately under MassDOT Project #607889, which is in the preliminary design phase. The project is expected to begin in the summer of 2016, and is contingent on the completion of the I-95/Route 128 Add-A-Lane Project (#603711), which will construct frontage roads to Interstate 95 between Highland Avenue and Kendrick Street. The Add-A-Lane project was expected to begin construction in the winter of 2013/2014. Separate RSA meeting and site visits were conducted with Newton and Needham officials. The RSA meeting in Newton focused primarily on the intersection of Needham Street at Oak Street/Christina Street, with some discussion on corridor-wide issues and how future widening of the bridge south of the intersection would affect traffic flow in the vicinity of the bridge. The RSA meeting in Needham focused primarily on the intersection of Highland Avenue at 1 st Avenue/Wexford Street, with some discussion on the intersection of Highland Avenue at Gould Street/Hunting Road. In general, the RSA is intended to identify potential safety improvements that can be evaluated and included as part of future design efforts for reconstruction. The short-term, low-cost potential improvements could be considered by the responsible agency for implementation prior to reconstruction, as appropriate. Page 2

Howard/Stein-Hudson Associates, Inc. Figure 1. Locus Map RSA Study Area BO Y LST ON STREET (ROUTE 9) BO Y LST ON STREET (ROUTE 9) DEDHAM STR EET INTERSTATE 95 (ROUTE 128) O A K S T R EET NEEDHAM STREET CHRI S TINA STREET WEBSTER STREET GOULD STREE T HIGHLAND AVENUE HUNTING ROAD 1ST A VENUE CHARLES RIVER Not to scale.

Project Data The audit team conducted separate RSA s with the City of Newton and with the Town of Needham for the Needham Street/Highland Avenue corridor on Thursday, March 20, 2014. The RSA with the City of Newton focused on Needham Street at Oak Street/Christina Street in Newton, while the RSA with the Town of Needham focused on the intersection of Highland Avenue/1 st Avenue/Wexford Street in Needham. The RSA agendas appear in Appendix A. Table 1 lists the audit team members and their affiliations. Appendix B provides contact information for all team members. Prior to the RSA, in order to begin assessing possible safety issues, the team reviewed collision diagrams and crash detail summaries based on crash records supplied by the Needham and Newton police departments for the intersections. Appendix C provides the detailed crash data for the study area. Table 1. Participating Audit Team Members Audit Team Member Agency/Affiliation John Kraemer Needham Police Department Jim Krawicici Needham Police Department Paul Buckley Needham Fire Department Bob Lewis Needham Department of Public Works Richard P. Merson Needham Department of Public Works Lou Taverna Newton City Engineer John Daghlian Newton Associate City Engineer Frank Nichols Newton City Engineering Division James Freas Newton Planning Department Jeff Knight Newton Fire Department Michael Castro Newton Fire Department Jay Babcock Newton Police Department Marc Gromoda Newton Police Department Chris Marzilli Newton Police Department David Loutzenheiser Metropolitan Area Planning Council (MAPC) Alan Cloutier Fay, Spofford & Thorndike (FST) Seth Asante Boston Region MPO/CTPS Promise Otaluka Federal Highway Association Massachusetts Amitai Lipton MassDOT District 6 Tom Currier MassDOT Highway Division Lisa Schletzbaum MassDOT Highway Division Safety Section Corey O Connor MassDOT Highway Division Safety Section Mike Tremblay Howard/Stein-Hudson Associates Ted Brovitz Howard/Stein-Hudson Associates Page 4

According to the data provided by the Newton Police Department, 21 crashes were reported and documented by the Newton Police Department at the intersection of Needham Street at Oak Street/Christina Street from 2010-2013, including nine crashes that resulted in personal injury. Of the 21 crashes, six (or 29%) were rear-end crashes, six (29%) were sideswipe crashes, five (24%) were angle crashes, and four (18%) were single-vehicle crashes. Most crashes occurred during the daylight hours (19, or 9) and on dry pavement (18, or 86%). Three crashes involved bicyclists, and two involved pedestrians. Nine of the 21 crashes resulted in personal injury. According to the data provided by the Needham Police Department, 32 crashes were reported and documented at the intersection of Highland Avenue at 1 st Avenue/Wexford Street from 2009-2011, including six crashes that resulted in personal injury. Twelve (or 38%) of the 32 crashes were rear-end crashes, 11 (34%) were angle crashes, six (19%) were sideswipe crashes, two (6%) were single-vehicle crashes, and one (3%) was a head-on crash. Twenty-nine of the 32 crashes (91%) occurred during the daylight hours. Eight of the 32 crashes (25%) occurred on wet pavement, and one (3%) occurred on icy pavement. One crash involved a pedestrian crossing First Avenue. Six of the crashes resulted in personal injury. Project Location Description The RSA focused on the intersections of Needham Street at Oak Street/Christina Street in Newton and Highland Avenue at 1 st Avenue/Wexford Street in Needham. Needham Street at Oak Street/ Christina Street is a signalized intersection with four approaches. The Oak Street eastbound approach consists of two unmarked travel lanes that act as a shared left-turn/through lane and a right-turn lane. The Christina Street westbound approach consists of a single travel lane. The Needham Street northbound and southbound approaches each consist of an exclusive left-turn lane and a shared through/right-turn lane. Christina Street intersects Needham Street approximately 60 feet north of Oak Street, creating an offset intersection. RSA team members stated that the signal equipment is outdated and limits the ability to make changes to signal phasing at the intersection. Sidewalks are provided along both sides of all of the roadways at the intersection. Crosswalks are provided across Oak Street, Christina Street, and the north leg of Needham Street. Pedestrian push buttons and pedestrian indications are not provided. Curb ramps are provided at crosswalks. No bicycle accommodations are provided at the intersection. An aerial image of the intersection is shown in Figure 2. The Highland Avenue at 1 st Avenue/Wexford Street location is actually two separate unsignalized, threeway intersections. The Wexford Street eastbound approach consists of a single travel lane; however, RSA team members observed vehicles forming two lanes on the approach. The 1 st Avenue westbound approach consists of a single travel lane, which is restricted to right-turns-only. A median with flexible bollards on Highland Avenue prevents vehicles from turning left onto Highland Avenue southbound or crossing Highland Avenue to the office building opposite 1 st Avenue. The median also prevents left turns from Highland Avenue southbound onto 1 st Avenue. The Highland Avenue northbound and southbound approaches each consist of two general purpose travel lanes. RSA team members noted that the inside travel lane on Highland Avenue northbound functions as a de facto left-turn lane at Wexford Street due to Page 5

OAK STREET Road Safety Audit Howard/Stein-Hudson Associates, Inc. Figure 2. Needham Street at Oak Street/Christina Street NEEDHAM STREET EASTERN MOUNT AIN SPORT S CHRISTINA STREET NEEDHAM STREET NE W T ON C ORPOR A T E CENTER Not to scale.

significant left-turn movements and motorists difficulty in finding an acceptable gap in Highland Avenue southbound traffic. Sidewalks are provided on both sides of Highland Avenue, though RSA team members noted that these are typically poorly defined. Curb ramps are provided in some locations, but in others, such as at certain commercial driveways, ramps are either not provided or not Americans with Disabilities Act (ADA) accessible. Crosswalks are not provided across 1 st Avenue or Wexford Street. A mid-block crosswalk is provided across Highland Avenue at 1 st Avenue; however, curb ramps are not provided at entrance to the crosswalk, and a raised median divides the two travel directions on Highland Avenue at this location. The median itself is between 2-3 feet wide; not wide enough to be considered a safe pedestrian refuge. A No U-turn sign is posted at the end of the median. No bicycle accommodations are provided. An aerial image of the intersection is shown in Figure 3. These intersections are the junctions of the following roadways, which are categorized according to MassDOT Office of Transportation Planning functional classifications: Needham Street is classified as an urban minor arterial by MassDOT and falls under MassDOT jurisdiction. Needham Street runs northeast-southwest between Winchester Street to the northeast and at the Needham Town Line at the Charles River to the southwest. Needham Street typically consists of one travel lane in each direction with a two-way left-turn lane (TWLTL) running down the center of the roadway. Sidewalks are generally provided on both sides of the roadway, but bicycle accommodations are not provided. RSA team members stated that, once the corridor reconstruction project (#606635) is completed, the jurisdiction of Needham Street will be transferred to the City of Newton. Page 7

Howard/Stein-Hudson Associates, Inc. Figure 3. Highland Avenue at 1st Avenue/Wexford Street WEXFORD STREET HESS SPRINT TO I-95 MAND ARIN CUISINE HIGHLAND AVENUE 1ST STREET Not to scale.

Highland Avenue is classified by MassDOT as an urban minor arterial and falls under MassDOT jurisdiction between the Newton City Line and Webster Street; south of Webster Street, Highland Avenue falls under the jurisdiction of the Town of Needham. Highland Avenue runs northeast-southwest between the Newton City Line at the Charles River to the northeast, where it becomes Needham Street, and Great Plain Avenue (Route 135) in the southwest, where it becomes Dedham Avenue. Sidewalks are generally provided along both sides of Highland Avenue, but bicycle accommodations are not provided. RSA team members stated that, once the corridor reconstruction project (#606635) is completed, the jurisdiction of Highland Avenue will be transferred to the Town of Needham. Oak Street is classified by MassDOT as an urban collector and falls under the jurisdiction of the City of Newton. Oak Street runs northwest-southeast between Elliot Street to the northwest and Needham Street to the southeast. Oak Street generally consists of one travel lane in each direction, and sidewalks are provided along both sides of Oak Street. Bicycle accommodations are not provided along Oak Street. Christina Street is a two-lane roadway classified by MassDOT as a local roadway and falls under the City of Newton s jurisdiction; however, signage along Christina Street states Not a public way; dangerous, indicating that the roadway may be a private way. Christina Street generally runs in a northwest/southeast direction, running from Needham Street in the northwest to Wallace Street in the southeast. Sidewalks are typically provided on at least one side of the roadway, and are provided on both sides of the roadway in the vicinity of Needham Street. First Avenue (or 1 st Avenue) is a two-lane roadway classified by MassDOT as a local roadway under the jurisdiction of the Town of Needham. First Avenue runs northwest-southeast between Highland Avenue to the northwest and B Street to the southeast. Sidewalks are provided along the northeast side of 1 st Avenue. Wexford Street is a two-lane roadway and is classified by MassDOT as a local road under the jurisdiction of the Town of Needham. Wexford Street generally runs in a northwest-southeast direction, running from Fremont Street to the northwest to Highland Avenue to the southeast. Sidewalks and bicycle accommodations are not provided along Wexford Street. Page 9

Road Safety Audit Observations Based on field observations on Thursday, March 20, 2014, the RSA team determined that the four study area intersections have the following issues that affect safety: Signage and pavement markings; Pedestrian and bicycle accommodations; Transit; Intersection control and geometry; Traffic signals; and Access management. The following sections describe in more detail the safety issues and potential enhancements determined during the RSA. Several of these issues require further study and engineering judgment to determine the feasibility of implementing the improvements to address them. Page 10

Corridor-wide Issues The RSA team made the following observations with regard to signage, pedestrian accommodations, bicycle accommodations, and transit along the Needham Street/Highland Avenue corridor in Newton and Needham. Observations: Signage RSA team members stated that No U-Turn signage on Highland Avenue southbound at the intersection of Highland Avenue/Gould Street/Hunting Road is often ignored or disregarded. Illegal U-turns from Highland Avenue southbound conflict with a Hunting Road right-turn overlap phase. Team members also stated that the signage is often struck due to being posted too close to the left-turn lane, a result of the narrow median in that location. Signage prohibiting trucks on Hunting Road is not visible for Highland Avenue southbound vehicles turning left onto Hunting Road, unless those vehicles have already begun turning onto Hunting Road. Pedestrian Accommodations RSA team members in the Newton RSA stated that Needham Street will experience a large amount of redevelopment in the coming years that will result in its transition to a more mixed use and walkable corridor. Team members suggested that several aspects of the pedestrian realm are currently inadequate to encourage comfortable pedestrian activity along both Needham Street and Highland Avenue. It was noted that: Sidewalks are in poor condition in some locations; Driveways are not flush at some locations, and ramps are often not provided. There are many driveways along the corridor, many of which are not flush with the sidewalk; There are numerous unsignalized crossings of minor streets and driveways where vehicles do not yield to pedestrians; and There are few places to cross the corridor safely mid-block. Bicycle Accommodations As noted in the discussions for each of the study area intersections, there are no bicycle accommodations along the Needham Street/Highland Avenue corridor. During the RSA, several Page 11

cyclists were observed along the corridor; some rode in the roadway while others rode on the sidewalk. Transit The Massachusetts Bay Transportation Authority (MBTA) #59 bus runs on Needham Street in Newton between Oak Street and Winchester Street. RSA team members noted that this bus runs infrequently (35 to 70-minute maximum headways on weekdays only). Team members also noted that some bus stops are poorly designed, with inadequate landing areas, insufficient space for buses to enter or exit the stop, no bus shelters, etc. Potential Enhancements: 1. Determine another location to reinforce the No U-Turn restriction for the Highland Avenue southbound approach to Gould Street/Hunting Road. Consider mounting a sign on the signal post opposite the intersection and/or on the mast arm to reinforce the No U-Turn restriction in case the existing sign has been struck and/or removed. 2. Install an additional No Trucks sign for Hunting Road in a location where Highland Avenue southbound vehicles can see it before they begin turning onto Hunting Road. 3. As part of long-term reconstruction efforts, reconstruct all sidewalks on both sides of the corridor to ensure adequate accommodations for pedestrians. 4. As part of long-term reconstruction efforts, identify opportunities for businesses to consolidate driveways or relocate driveways to side streets to reduce the number of driveways along the corridor, increasing pedestrian comfort and safety. 5. As part of long-term reconstruction efforts, driveways should be reconstructed so that they are flush with the sidewalk to improve pedestrian comfort and safety by not forcing pedestrians to use ramps and slowing entering and exiting vehicles as they cross the sidewalk. 6. Consider the use of raised crosswalks across side streets at unsignalized intersections as part of long-term reconstruction efforts to improve pedestrian comfort and safety. Raised crossings prioritize pedestrians by slowing traffic and allowing pedestrians to cross the roadway without using a pedestrian ramp. 7. In the short-term, consider additional locations for mid-block crossings of the corridor, considering vehicle sight distance, MBTA bus stop locations, potential median refuge island locations, and distance from signalized crosswalks. The Manual on Uniform Traffic Control Devices (MUTCD) recommends that mid-block crossings should be located no closer than 100 feet from a signalized intersection. Page 12

8. Consider the use of pedestrian hybrid beacons or Rectangular Rapid Flash Beacons (RRFB s) at new and existing mid-block crossings along the Needham Street/Highland Avenue corridor to improve pedestrian safety. 9. As part of long-term reconstruction efforts, consider providing median refuge islands at midblock crosswalk locations to improve pedestrian comfort and safety. Consider vehicle turning movements into and out of side streets and commercial driveways. 10. As part of long-term reconstruction efforts, consider providing bicycle lanes or, if feasible, protected cycle tracks, along Needham Street and Highland Avenue to provide bicyclists with a dedicated facility in which to ride, separated from motor vehicles. Consider using green pavement color at driveways to raise awareness of bicycles. 11. Work with the MBTA to increase the frequency of service of the #59 bus along Needham Street in Newton to encourage transit use and to attract new visitors to the Needham Street corridor. 12. As part of long-term reconstruction efforts, work with the MBTA to determine the ideal number and locations of bus stops along Needham Street in order to help facilitate a pedestrian- and transit-friendly corridor. Improve existing bus stops to current MBTA standards regarding bus stop length, landing locations, and bus shelters. Page 13

Location 1: Needham Street at Oak Street/Christina Street, Newton The RSA team made the following observations with regard to intersection geometry, traffic signals, and pedestrian and bicycle accommodations at the intersection of Needham Street at Oak Street/Christina Street in Newton. Observations: Intersection Geometry Oak Street intersects Needham Street approximately 60 feet south of Christina Street, creating an offset intersection. Vehicles traveling through the intersection between the two roadways must turn left in order to navigate the intersection. The Oak Street eastbound and Christina Street westbound approaches receive green indications concurrently, so these offset through movements occur simultaneously. As the intended vehicle paths are not clearly defined, these simultaneous through movements can result in sideswipe and angle crashes. One sideswipe crash occurred within the intersection between Oak Street eastbound and Christina Street westbound vehicles. Oak Street and Christina Street are offset, creating awkward through movements. The intersection offset can also cause confusion as to the intent of motorists approaching the intersection on Oak Street eastbound or Christina Street westbound. During the RSA, team members observed vehicles using their left turn indication to travel through the intersection due to the offset. Additionally, it is difficult initially to determine whether a vehicle is turning left or traveling through the intersection. Two crashes involved an Oak Street eastbound left-turning vehicle and a Christina Street westbound right-turning vehicle that both attempted to enter the Needham Street northbound departure lane. The pavement and pavement markings on Oak Street are in poor condition. RSA team members suggested that illegible existing pavement markings in advance of the intersection could cause confusion about lane use at the intersection. Traffic Signal Team members noted that the all-red phase for the Oak Street eastbound approach and the Christina Street westbound approach may be too short, especially considering the shifting maneuver necessary to travel through the intersection. A short all-red phase may not be long enough for Oak Street eastbound and Christina Street westbound vehicles to clear the Page 14

intersection. This may cause Needham Street northbound and southbound vehicles to proceed after seeing a green light, but stop unexpectedly for Oak Street eastbound and Christina Street westbound vehicles to clear the intersection. One rear-end crash occurred on the Needham Street northbound approach, and four rear-end crashes occurred on the Needham Street southbound approach. Signal indications are overhead with supplemental post-mounted signals. All Needham Street northbound and southbound left turns are permissive. Traffic signal indications at the intersection are primarily provided on an overhead span wire that runs from the northwest corner of the intersection to the southeast corner of the intersection. Supplemental post-mounted signal indications are provided for each approach except for the Needham Street northbound approach. None of the signal indications have backplates. RSA team members suggested that backplates may not be able to be added to signal indications on the span wire because they would alter the wind loads on the span wire assembly. All left turns at the intersection are permissive. Team members stated that it is difficult to make a left turn from Highland Avenue northbound or southbound during peak periods, which can lead to frustration or inattention. Six of the 21 crashes were attributed to motorist inattention, including four of the six rear-end crashes at the intersection. Signal preemption is not provided at the intersection. Public safety officials at the RSA stated that the primary movement for emergency response vehicles is right turns from Oak Street onto Needham Street southbound due to a mutual aid agreement between the City of Newton and Town of Needham, and that it is typically easy to make this turn without preemption. RSA team members noted that the traffic signal controller operates electromechanically, and that certain signal functions may be difficult to program into the existing controller. Pedestrian Accommodations Two crashes involving pedestrians occurred at the intersection. One of the crashes involved a pedestrian crossing the southern leg of Needham Street. While crosswalks are provided across all the other legs at the intersection, there is no crosswalk across the southern leg of Needham Street. The second crash occurred when a vehicle exiting #311 Needham Street struck a pedestrian crossing a driveway. Pedestrian indications and push buttons are not provided at the intersection. Most signal posts are A crosswalk is not provided across the southern leg of Needham Street. Page 15

located behind fences, so pedestrian push buttons could not be installed. Team members stated that it is likely not possible to add functionality for pedestrian indications with the existing signal controller. According to team members, the Oak Street eastbound and Christina Street westbound approaches do not receive a green light unless a vehicle arrives at the intersection. This means that pedestrians who wish to cross Needham Street may not receive a gap in Needham Street traffic during off-peak periods if there is no traffic on Oak Street or Christina Street. Team members noted that, while ramps are provided at the intersection, they are likely not compliant with the Americans with Disabilities Act (ADA). Additionally, RSA team members noted that apex ramps are not appropriate at the intersection. Bicycle Accommodations There are no bicycle accommodations at the intersection. Three crashes involved bicycles, and RSA team members stated that bicycle traffic is moderate along the Needham Street corridor. One bicycle crash occurred when a vehicle turning right on red struck a bicyclist who was crossing Oak Street using the sidewalk and crosswalk. A second bicycle crash occurred when a bicyclist was struck by an opening car door on Needham Street northbound. The third crash involving a bicycle occurred when both the vehicle and bicyclist were turning right from Christina Street westbound onto Needham Street northbound. Potential Enhancements: 1. In the short term, consider resurfacing and restriping the Oak Street eastbound approach to the intersection to clarify its lane use. Reinforce lane use regulations with appropriate diagrammatic lane use signage. 2. Consider providing a dotted yellow centerline extension through the intersection to guide Oak Street eastbound and Christina Street westbound vehicles through the intersection and to help reduce sideswipe crashes. 3. Consider using split phasing for the Oak Street eastbound and Christina Street westbound approaches to eliminate the confusion that occurs when they run simultaneously. Consider the impacts to capacity and operations of making the phasing change. 4. As part of long-term reconstruction efforts to reduce motorist confusion, consider shifting one or both of the Oak Street eastbound or Christina Street westbound approaches to create a more traditional, 90-degree intersection. Corner radii should be kept as small as possible to increase pedestrian safety by reducing the speed of right-turning vehicles. Consider impacts to adjacent property. Page 16

5. As part of long-term reconstruction efforts, consider a modern roundabout at the intersection to reduce the occurrence of angle crashes. Consider the impacts to adjacent property and to traffic operations. 6. In the short term, consider adding retroreflective borders to the backplates on the postmounted signals at the intersections for added visibility during nighttime driving or in times of possible solar glare. 7. As part of long-term reconstruction efforts, consider adding a post-mounted signal at the Needham Street northbound approach to the intersection. 8. Determine the proper all-red clearance time for the Oak Street eastbound and Christina Street westbound approaches and, if necessary, increase the all-red interval to the appropriate length. Consider that vehicles may travel more slowly through the intersection due to its geometry and close interaction with opposing vehicles. 9. In advance of reconstruction of the intersection, consider replacing the signal controller with a modern system to enable timing and phasing changes at the intersection. 10. Consider implementing protected-permissive signal phasing for the Needham Street northbound and southbound approaches to the intersection to relieve congestion and reduce the number of crashes attributed to inattention. Consider the use of a flashing yellow arrow during the permissive phase to alert motorists that they need to yield to oncoming through vehicles. Consider the tradeoffs between additional capacity and the potential for increased angle crashes at the intersection. 11. In the short term, consider putting the Oak Street eastbound and Christina Street westbound approaches on recall so that pedestrians wishing to cross Needham Street will be provided with a gap in Needham Street northbound and southbound traffic even if no vehicles are waiting on Oak Street or Christina Street. 12. Consider providing a crosswalk across the southern leg of Needham Street for increased pedestrian access and safety. 13. Provide pedestrian signals at the intersection when possible. Consider the operational benefits for both vehicles and pedestrians of allowing concurrent pedestrian crossings. If concurrent pedestrian crossings are used, consider the safety benefits of providing a leading pedestrian interval (LPI) so that pedestrians can enter the intersection ahead of turning vehicles. Provide ADA-accessible push-buttons at all crossings. 14. Provide ADA-accessible ramps at crosswalks as part of long-term reconstruction efforts. 15. Consider providing bicycle detection at the intersection when the signal controller is modernized. Page 17

16. Consider the use of bicycle boxes at the intersection to place bicyclists in the view of motorists at the stop line. Page 18

Location 2: Highland Avenue at 1 st Avenue/Wexford Street, Needham The RSA team made the following observations with regard to intersection control and geometry, access management, signage and pavement markings, and pedestrian and bicycle accommodations at the intersection of Highland Avenue at 1 st Avenue/Wexford Street in Needham. Observations: Intersection Control and Geometry First Avenue intersects Highland Avenue approximately 250 feet south of Wexford Street. Left turns from 1 st Avenue onto Highland Avenue southbound are prohibited, a restriction that is reinforced with a raised median and flexible bollards. RSA team members stated the bollards were added to further discourage illegal left turns after heavy vehicles drove over the raised median. To access Interstate 95 (I-95), located south of the intersection, 1 st Avenue westbound vehicles, which typically originate from Kendrick Street to the south, must turn right onto Highland Avenue northbound and turn around to access Highland A median and flexible bollards prevent left turns from 1 st Avenue onto Highland Avenue southbound. Avenue southbound. RSA team members stated that the preferred route for vehicles on Kendrick Street who are destined to I-95 is to use 4 th Avenue to access 2 nd Avenue, then turn left at the signalized intersection of 2 nd Avenue/Highland Avenue. Team members suggested that this route may not be signed sufficiently, and that GPS systems may prompt motorists to use 1 st Avenue to turn left onto Highland Avenue. Highland Avenue northbound vehicles from Avenue that wish to turn around to access Interstate 95 often make a U-turn at the end of the median, which is prohibited. Vehicles were also observed using Wexford Street to turn around by turning onto Wexford Street and using a parking lot to turn around before turning right onto Highland Avenue southbound, or turning right into #238 Highland Avenue before turning left onto Highland Avenue southbound. The Wexford Street maneuver inflates the number of vehicles turning left onto Wexford Wexford Street is used for local Street, causing more vehicles to make a left turn across access as well as a turnaround location to access I-95. two travel lanes at an unsignalized intersection. The left-turning volume and the unexpected and prohibited U-turn maneuvers impact operations on Highland Avenue. One crash involved a U-turning 1 st Page 19

vehicle from Highland Avenue northbound and a through vehicle from Highland Avenue southbound. Wexford Street eastbound vehicles often form two travel lanes due to heavy delays for leftturning Wexford Street eastbound vehicles. An RSA team member reportedly observed a vehicle exiting the adjacent Hess gas station into the queue of Wexford Street eastbound vehicles, blocking the Wexford Street westbound departure and causing general confusion. One crash at the intersection involved a Wexford Street eastbound vehicle who reversed direction, hitting a following vehicle. The formation of two travel lanes on Wexford Street eastbound also increases the risk of courtesy crashes, which may occur when a vehicle in the queue yields to a vehicle exiting the Hess gas station, which is subsequently hit by an unsuspecting vehicle in the adjacent travel lane. RSA team members noted the potential for these crashes during the RSA. In addition to the potential for courtesy crashes involving vehicles exiting Hess, three courtesy crashes occurred along Highland Avenue involving vehicles exiting Wexford Street. While Highland Avenue northbound consists of two general purpose travel lanes, RSA team members stated that the inside travel lane on Highland Avenue northbound at Wexford Street often acts as a de facto left-turn lane due to the significant traffic volume entering Wexford Street to turn around or to access the industrial park on Wexford Street. Motorists may not anticipate a vehicle in the inside lane slowing or stopping to turn left onto Wexford Street, resulting in rearend crashes. Two rear-end crashes occurred along Highland Avenue northbound, south of Wexford Street. Congestion on Highland Avenue southbound, as well as perceived pressure from following vehicles, may cause Highland Avenue northbound motorists to accept smaller gaps in opposing traffic while turning onto Wexford Street, which may cause angle crashes and rear-end crashes for Highland Avenue southbound vehicles. One angle crash involved a left-turning Highland Avenue northbound vehicle and a Highland Avenue southbound through vehicle. Three rear-end crashes occurred along the Highland Avenue southbound approach to Wexford Street. Two sideswipe crashes also occurred along the Highland Avenue southbound approach, one of which was attributed to a vehicle changing lanes to avoid a slowing vehicle. Highland Avenue is generally congested during peak periods, creating long delays, frustration, and confusion for Wexford Street eastbound vehicles. Page 20

The boundary between the sidewalks and parking areas is often not clearly defined. Access Management A Hess gas station is located on the northwest corner of the intersection along Wexford Street and Highland Avenue. Vehicles must enter the Hess station from Highland Avenue and exit onto Wexford Street using a driveway approximately 60 feet west of Highland Avenue. There is very little area within the gas station for vehicles to wait for a pump to open, so vehicles often spill into Highland Avenue, creating additional confusion and delay. Like at Wexford Street, vehicles unexpectedly slowing or stopping to turn left from Highland Avenue northbound into the Hess station can cause rear-end crashes with other Highland Avenue northbound vehicles. Two rear-end crashes occurred between Highland Avenue northbound vehicles in the vicinity of the Hess station. Additionally, left-turning vehicles must cross two lanes of traffic without a signal. One angle crash occurred between a Highland Avenue northbound vehicle entering Hess and a Highland Avenue southbound vehicle. Team members noted that shrubs on the northwest corner of the intersection, adjacent to the Hess station, may be overgrown and may impact sight lines to the north of the intersection. This can result in uncertainty on the part of Wexford Street eastbound vehicles wishing to turn onto Highland Avenue, contributing to rear-end crashes and congestion. Five crashes involved vehicles entering or exiting commercial driveways at the intersection. RSA team members noted that, in general, driveways are not clearly defined and are often not flush with the sidewalk. Poorly defined driveways may be safety issues if they are wide enough to encourage fast maneuvers into or out of the driveways. Team members also observed that there is often no clear transition from the back of sidewalk to a driveway or parking lot, resulting in parking spaces being striped directly adjacent to the sidewalk. Signage and Pavement Markings RSA team members stated that the speed limit on Highland Avenue drops from 50 miles per hour (mph) in the vicinity of the I-95 ramps to 30 mph in the vicinity of 1 st Avenue; however, no speed limit signage is posted on Highland Avenue. Public safety officials noted that these speeds are fundamental speed limits, which are not posted, and more difficult to enforce than posted speed limits. Vehicles exiting I-95 may enter the study area at speeds that are higher than the safe travel speed, No Turns signage is confusing to motorists approaching Wexford Street, where left turns are legal. Page 21

restriction is intended to apply to a small commercial driveway south of Wexford Street, where the double yellow centerline (DYCL) is solid, but not to Wexford Street itself, where the DYCL is broken. It was suggested that this sign is confusing to those who wish to turn left onto Wexford Street. Team members observed that signage for businesses are posted on utility poles or placed on the sidewalk. Unnecessary signage contributes to sign clutter and may distract motorist attention from the roadway. There is no lane use or centerline striping on Wexford Street, which may contribute to the general confusion on the roadway. There is also no stop line or stop sign on Wexford Street. Finally, there is no advance street name signage for Wexford Street along Highland Avenue. Pedestrian Accommodations The only pedestrian crossing across Highland Avenue does not have pedestrian ramps, and a raised median is not wide enough for a pedestrian refuge. Highland Avenue safely. One crosswalk is provided across Highland Avenue in the study area, located at 1 st Street north of its intersection with Highland Avenue. However, the crosswalk does not have pedestrian ramps. The crossing is also divided by a median that is not wide enough to be considered a median refuge. The median is raised, likely eliminating any possibility of a person in a wheelchair using the crossing. The crossing is located on the north side of 1 st Street; motorists turning right onto Highland Avenue likely would not expect a pedestrian in the crosswalk and only need to look to the south to see oncoming traffic. Finally, the crossing is unsignalized and is located just 250 feet north of the I 95 on- and off-ramps, making it difficult for pedestrians to judge accurately whether they will be able to cross Team members noted that pedestrians sometimes unexpectedly attempt to cross Highland Avenue without a crosswalk, and begin crossing the roadway from behind snowbanks. Pedestrian warning signage is provided in advance of the crosswalk across Highland Avenue along Highland Avenue northbound, but it is worn. No signage is posted at the crosswalk in either direction. Crosswalks are not provided across 1 st Avenue or across Wexford Street. One crash involving a pedestrian was reported involving a right-turning vehicle entering 1 st Avenue. RSA team members observed that the southeast corner radius at 1 st Avenue appears to be somewhat large, possibly to facilitate truck movements onto 1 st Avenue. However, wider curve Page 22

radii are safety concerns for pedestrians because they facilitate faster, less deliberate turns by smaller vehicles and lengthen the crossing distance for pedestrians, extending their exposure to traffic. Team members also noted that the I-95 on- and off-ramps intersect Highland Avenue at acute angles, allowing vehicles to enter and exit Highland Avenue at high speeds. This poses a safety issue to pedestrians both crossing the ramps and downstream of the ramps due to the high travel speed of vehicles. Potential Enhancements: 1. Provide additional signage stating To I-95 with arrows along Kendrick Street directing vehicles to use 4 th Avenue and 2 nd Avenue to access I-95 in order to reduce the number of vehicles using 1 st Avenue and Wexford Street to access Highland Avenue southbound. Provide additional signage directing traffic on 1 st Avenue to use A Street and 2 nd Avenue in case motorists miss the signage to use 4 th Avenue. 2. Consider restricting left turns into and out of Wexford Street to reduce congestion and confusion at Wexford Street. Take into consideration the possibility that this may move the issue farther north to Charles Street. Consider limiting this restriction to peak periods if appropriate. 3. Consider converting Wexford Street to one-way eastbound and converting its northerly parallel roadway, Charles Street, to one-way westbound to facilitate a legal and natural U- turn from Highland Avenue northbound onto Highland Avenue southbound. Consider impacts to area businesses. 4. Consider providing a dedicated left-turn pocket on the Highland Avenue eastbound approach to its intersection with Wexford Street to remove left-turning vehicles from the general travel lanes and reduce rear-end crashes. Consider the safety impacts for Wexford Street eastbound left-turning vehicles that may arise as queued Highland Avenue eastbound left-turning vehicles may block the two Highland Avenue northbound through lanes from view, and an additional lane to cross provides an additional challenge for turning vehicles. Consider the possibility of an increased risk of courtesy crashes. 5. As part of long-term reconstruction efforts, consider signalizing the intersection of 1 st Avenue/Highland Avenue and allowing left turns from 1 st Avenue onto Highland Avenue southbound to eliminate the circuitous route vehicles must take to access I-95 from 1 st Avenue westbound. Consider the potential introduction of new safety issues; team members stated that the signal would create gaps in Highland Avenue traffic at Wexford Street; however, this may not occur if there is a significant volume of First Avenue westbound rightturning vehicles. Team members also expressed concern that Highland Avenue southbound queues may extend past Wexford Street, increasing the risk of courtesy crashes. Additional analysis is required to determine the full impact of signalization at Highland Avenue/First Avenue. Page 23

6. Work with business owners to define and narrow driveways, as appropriate, to encourage slow, safe turns into and out of commercial parking lots. Driveways should be flush with sidewalks so that pedestrians may cross without the use of a ramp. Consider turning radii of delivery vehicles. 7. If necessary to provide adequate sight triangles, trim back the bushes at the northwest corner of the intersection of Wexford Street/Highland Avenue. 8. Consider prohibiting left turns into Hess from Highland Avenue northbound. Consider the impacts of the resulting need to make a U-turn to access the Hess station. 9. Consider performing a speed study along Highland Avenue to determine the 85 th percentile speed along Highland Avenue. Determine the 85 th percentile speed in the vicinity of the I-95 ramps and in the vicinity of 1 st Avenue/Wexford Street, as speeds in the thickly settled area of Highland Avenue should be significantly lower. After 85 th percentile speeds are determined, post the regulatory speed limit along Highland Avenue so that it is known by motorists and enforceable by police officers. 10. Reconsider whether the No Turns signage along Highland Avenue northbound is necessary, and remove if appropriate. If deemed necessary, consider replacing text No Turns signage with graphic No U-Turn and/or No Left Turn signage. For added visibility, consider placing retroreflective tape on the sign post. 11. Remove unnecessary signage within the roadway right-of-way and work with business owners to remove signs close to the right-of-way that may be considered distracting for motorists. 12. Provide lane use and centerline pavement markings on Wexford Street. Also provide a stop line and stop sign on the Wexford Street eastbound approach. 13. Provide advance street name signage for Wexford Street along the Highland Avenue northbound and southbound approaches. 14. Provide safe and ADA-compliant pedestrian crossings, indications, and push-buttons at all three legs of the intersection. 15. Provide pedestrian warning signage with arrows at the crosswalk across Highland Avenue. Consider the use of fluorescent signage for added visibility. 16. Consider providing yield lines in advance of the crosswalk across Highland Avenue to increase visibility of pedestrians waiting to cross in the crosswalk. Supplement with appropriate crosswalk warning signage and consider mounting in the median and left-side of the roadway in addition to the right side of the roadway to increase visibility. Page 24

17. Ensure that snow is removed in the vicinity of pedestrian crossings so that sight lines are unobstructed for both pedestrians and motorists. 18. Consider providing ADA-compliant pedestrian ramps and removing a small segment of the median at the crosswalk across Highland Avenue in the vicinity of 1 st Avenue so that the crosswalk is usable by pedestrians in wheelchairs. 19. As part of long-term reconstruction efforts, define the back of sidewalk and the edge of parking areas so that the pedestrian area is clear and comfortable. 20. As part of long-term reconstruction efforts, realign and reduce the radius of the I-95 ramps at Highland Avenue to force vehicles to enter and exit Highland Avenue at slower speeds. Page 25

Potential Safety Enhancements Based on its observations and discussions, the RSA team identified the issues and possible enhancements that could improve safety along the Needham Street/Highland Avenue corridor. These improvements include short-term improvements that could be done within a year, and long-term solutions that may be done in advance of or alongside the corridor reconstruction project. Short-term enhancements include, but are not limited to: Provide crosswalks where they are missing or in key locations across Highland Avenue; Improve wayfinding signage to I-95; Evaluate clearance intervals at Needham Street at Oak Street/Christina Street; Provide retroreflective backplates on post-mounted signals; Provide centerline extension between Oak Street and Christina Street; Reduce sign clutter; and Evaluate a one-way scheme for Wexford Street and Charles Street. To enhance the safety of the corridor, the long-term enhancements are to: Realign Oak Street and/or Christina Street to eliminate the offset; Signalize the intersection of Highland Avenue at 1 st Avenue Consolidate driveways where possible; Equip mid-block crossings with pedestrian hybrid beacons; Improve sidewalks, with flush driveways and raised crosswalks; and Provide bicycle lanes or cycle tracks. Table 2 summarizes these safety issues, possible enhancements, estimated safety payoff, time frame, cost, and responsibility. Safety payoff estimates are based on engineering judgment and are categorized as low, medium, and high. The time frame is categorized as short-term (<1 year), mid-term (1 to 3 years), or long-term (typically >3 years). The costs are categorized as low (<$10,000), medium ($10,000 to $50,000), or high (>$50,000). It is the responsibility of MassDOT to ensure that the designer incorporates the relevant safety enhancements identified as part of this RSA. The RSA is intended to identify potential safety improvements. Those improvements should be evaluated and included as part of the design process for reconstruction of the Needham Street/Highland Avenue corridor. Page 26

Table 2. Summary of Potential Safety Enhancements Location Corridor-Wide Issues Safety Enhancement Determine another location to reinforce the No U-Turn restriction for the Highland Avenue southbound approach to Gould Street/Hunting Road. Consider mounting a sign on the signal post opposite the intersection and/or on the mast arm to reinforce the No U-Turn restriction in case the existing sign has been struck and/or removed. Install an additional No Trucks sign for Hunting Road in a location where Highland Avenue southbound vehicles can see it before they begin turning onto Hunting Road. As part of long-term reconstruction efforts, reconstruct all sidewalks on both sides of the corridor to ensure adequate accommodations for pedestrians. As part of long-term reconstruction efforts, identify opportunities for businesses to consolidate driveways or relocate driveways to side streets to reduce the number of driveways along the corridor, increasing pedestrian comfort and safety. As part of long-term reconstruction efforts, driveways should be reconstructed so that they are flush with the sidewalk to improve pedestrian comfort and safety by not forcing pedestrians to use ramps and slowing entering and exiting vehicles as they cross the sidewalk Consider the use of raised crosswalks across side streets at unsignalized intersections as part of long-term reconstruction efforts to improve pedestrian comfort and safety. Raised crossings prioritize pedestrians by slowing traffic and allowing pedestrians to cross the roadway without using a pedestrian ramp. In the short-term, consider additional locations for mid-block crossings of the corridor, considering vehicle sight distance, MBTA bus stop locations, potential median refuge island locations, and distance from signalized crosswalks. The Manual on Uniform Traffic Control Devices (MUTCD) recommends that mid-block crossings should be located no closer than 100 feet from a signalized intersection. Safety Payoff Time Frame Cost Responsible Party Low Short-term Low MassDOT Low Short-term Low MassDOT High Long-term High MassDOT Medium Long-term High MassDOT/City of Newton/Town of Needham/Abutters Medium Long-term High MassDOT/Abutters Medium Long-term High MassDOT Medium Mid-term Low MassDOT/MBTA Page 27

Table 2. Summary of Potential Safety Enhancements (continued) Location Corridor-wide Issues Location 1: Needham Street at Oak Street/Christina Street, Newton Safety Enhancement Consider the use of pedestrian hybrid beacons at new and existing mid-block crossings along the Needham Street/Highland Avenue corridor to improve pedestrian safety. As part of long-term reconstruction efforts, consider providing median refuge islands at mid-block crosswalk locations to improve pedestrian comfort and safety. Consider vehicle turning movements into and out of side streets and commercial driveways. As part of long-term reconstruction efforts, consider providing bicycle lanes or, if feasible, protected cycle tracks, along Needham Street to provide bicyclists with a dedicated facility in which to ride, separated from motor vehicles. Consider using green pavement color at driveways to raise awareness of bicycles. Work with the MBTA to increase the frequency of service of the #59 bus along Needham Street in Newton to encourage transit use and to attract new visitors to the Needham Street corridor. As part of long-term reconstruction efforts, work with the MBTA to determine the ideal number and locations of bus stops along Needham Street in order to help facilitate a pedestrian- and transit-friendly corridor. Improve existing bus stops to current MBTA standards regarding bus stop length, landing locations, and bus shelters. In the short term, consider resurfacing and restriping the Oak Street eastbound approach to the intersection to clarify its lane use. Consider providing a dashed yellow centerline extension through the intersection to guide Oak Street eastbound and Christina Street westbound vehicles through the intersection and to help reduce sideswipe crashes. Safety Payoff Time Frame Cost Responsible Party High Mid-term High MassDOT High Mid-term High MassDOT Medium/ High Long-term Low/ Medium Medium Short-term High Medium Long-term Low Low Short-term Low MassDOT MBTA/ City of Newton MassDOT/MBTA/ City of Newton MassDOT/City of Newton Medium Short-term Low MassDOT Page 28

Table 2. Summary of Potential Safety Enhancements (continued) Location Location 1: Needham Street at Oak Street/Christina Street, Newton Safety Enhancement Consider using split phasing for the Oak Street eastbound and Christina Street westbound approaches to eliminate the confusion that occurs when they run simultaneously. Consider the impacts to capacity and operations of making the phasing change. As part of long-term reconstruction efforts to reduce motorist confusion, consider shifting one or both of the Oak Street eastbound or Christina Street westbound approaches to create a more traditional, 90-degree intersection. Corner radii should be kept as small as possible to increase pedestrian safety by reducing the speed of right-turning vehicles. Consider impacts to adjacent property. As part of long-term reconstruction efforts, consider a modern roundabout at the intersection to reduce the occurrence of angle crashes. Consider the impacts to adjacent property and to traffic operations. In the short term, consider adding retroreflective backplates on the post-mounted signals at the intersections for added visibility during nighttime driving or in times of possible solar glare. Determine the proper all-red clearance time for the Oak Street eastbound and Christina Street westbound approaches and, if necessary, increase the all-red interval to the appropriate length. Consider that vehicles may travel more slowly through the intersection due to its geometry and close interaction with opposing vehicles. In advance of reconstruction of the intersection, consider replacing the signal controller with a modern system to enable timing and phasing changes at the intersection. Consider implementing protected-permissive signal phasing for the Needham Street northbound and southbound approaches to the intersection to relieve congestion and reduce the number of crashes attributed to inattention. Consider the use of a flashing yellow arrow during the permissive phase to alert motorists that they need to yield to oncoming through vehicles. Consider the tradeoffs between additional capacity and the potential for increased angle crashes at the intersection. Safety Payoff Time Frame Cost Responsible Party High Mid-term Low MassDOT High Long-term High MassDOT/Abutters High Long-term High MassDOT/Abutters Low Short-term Low MassDOT Medium Short-term Low MassDOT High Mid-term High MassDOT Medium Mid-term High MassDOT Page 29

Table 2. Summary of Potential Safety Enhancements (continued) Location Location 1: Needham Street at Oak Street/Christina Street, Newton Location 2: Highland Avenue at 1 st Avenue/Wexford Street, Needham Safety Enhancement In the short term, consider putting the Oak Street eastbound and Christina Street westbound approaches on recall so that pedestrians wishing to cross Needham Street will be provided with a gap in Needham Street northbound and southbound traffic even if no vehicles are waiting on Oak Street or Christina Street. Consider providing a crosswalk across the southern leg of Needham Street for increased pedestrian access and safety. Provide pedestrian signals at the intersection when possible. Consider the operational benefits for both vehicles and pedestrians of allowing concurrent pedestrian crossings. If concurrent pedestrian crossings are used, consider the safety benefits of providing a leading pedestrian interval (LPI) so that pedestrians can enter the intersection ahead of turning vehicles. Provide ADA-accessible push-buttons at crossings unless pedestrian phasing is put on recall. Provide ADA-accessible ramps at crosswalks as part of longterm reconstruction efforts. Consider providing bicycle detection at the intersection when the signal controller is modernized. Consider the use of bicycle boxes at the intersection to place bicyclists in the view of motorists at the stop line. Provide additional signage stating To I-95 with arrows along Kendrick Street directing vehicles to use 4th Avenue and 2nd Avenue to access I-95 in order to reduce the number of vehicles using 1st Avenue and Wexford Street to access Highland Avenue southbound. Provide additional signage directing traffic on 1st Avenue to use A Street and 2nd Avenue in case motorists miss the signage to use 4th Avenue. Safety Payoff Time Frame Cost Responsible Party Medium Mid-term Low MassDOT Medium Short-term Low MassDOT High Mid-term High MassDOT High Long-term Medium MassDOT Medium Mid-term Medium MassDOT Medium Mid-term Medium MassDOT Medium Short-term Low MassDOT/Town of Needham Page 30

Table 2. Summary of Potential Safety Enhancements (continued) Location Location 2: Highland Avenue at 1 st Avenue/Wexford Street, Needham Safety Enhancement Consider restricting left turns into and out of Wexford Street to reduce congestion and confusion at Wexford Street. Take into consideration the possibility that this may move the issue farther north to Charles Street. Consider limiting this restriction to peak periods if appropriate. Consider converting Wexford Street to one-way eastbound and converting its northerly parallel roadway, Charles Street, to oneway westbound to facilitate a legal and natural U-turn from Highland Avenue northbound onto Highland Avenue southbound. Consider impacts to area businesses. Consider providing a dedicated left-turn pocket on the Highland Avenue eastbound approach to its intersection with Wexford Street to remove left-turning vehicles from the general travel lanes and reduce rear-end crashes. Consider the safety impacts for Wexford Street eastbound left-turning vehicles that may arise as queued Highland Avenue eastbound left-turning vehicles may block the two Highland Avenue northbound through lanes from view, and an additional lane to cross provides an additional challenge for turning vehicles. Consider the possibility of an increased risk of courtesy crashes. As part of long-term reconstruction efforts, consider signalizing the intersection of 1st Avenue/Highland Avenue and allowing left turns from 1st Avenue onto Highland Avenue southbound to eliminate the circuitous route vehicles must take to access I-95 from 1st Avenue westbound. Consider the potential introduction of new safety issues; team members stated that the signal would create gaps in Highland Avenue traffic at Wexford Street; however, this may not occur if there is a significant volume of First Avenue westbound right-turning vehicles. Team members also expressed concern that Highland Avenue southbound queues may extend past Wexford Street, increasing the risk of courtesy crashes. Additional analysis is required to determine the full impact of signalization at Highland Avenue/First Avenue. Safety Payoff Time Frame Cost Responsible Party Medium Short-term Low High Short-term Low MassDOT/Town of Needham MassDOT/Town of Needham Medium Long-term High MassDOT High Long-term High MassDOT Page 31

Table 2. Summary of Potential Safety Enhancements (continued) Location Location 2: Highland Avenue at 1 st Avenue/Wexford Street, Needham Safety Enhancement Work with business owners to define and narrow driveways, as appropriate, to encourage slow, safe turns into and out of commercial parking lots. Driveways should be flush with sidewalks so that pedestrians may cross without the use of a ramp. Consider turning radii of delivery vehicles. If necessary to provide adequate sight triangles, trim back the bushes at the northwest corner of the intersection of Wexford Street/Highland Avenue. Consider prohibiting left turns into Hess from Highland Avenue northbound. Consider the impacts of the resulting need to make a U-turn to access the Hess station. Reconsider whether the No Turns signage along Highland Avenue northbound is necessary, and remove if appropriate. If deemed necessary, consider replacing text No Turns signage with graphic No U-Turn and/or No Left Turn signage. For added visibility, consider placing retroreflective tape on the sign post. Remove unnecessary signage within the roadway right-of-way and work with business owners to remove signs close to the right-of-way that may be considered distracting for motorists. Provide lane use and centerline pavement markings on Wexford Street. Also provide a stop line and stop sign on the Wexford Street eastbound approach. Consider performing a speed study along Highland Avenue to determine the 85th percentile speed along Highland Avenue. Determine the 85th percentile speed in the vicinity of the I-95 ramps and in the vicinity of 1st Avenue/Wexford Street, as speeds in the thickly settled area of Highland Avenue should be significantly lower. After 85th percentile speeds are determined, post the regulatory speed limit along Highland Avenue so that it is known by motorists and enforceable by police officers. Safety Payoff Time Frame Cost Responsible Party Medium Long-term High MassDOT/Town of Needham/Abutters Low Short-term Low MassDOT/Hess Medium Short-term Low MassDOT Low Short-term Low MassDOT Low Short-term Low MassDOT Low Short-term Low MassDOT/Town of Needham Medium Short-term Low MassDOT Page 32

Table 2. Summary of Potential Safety Enhancements (continued) Location Location 2: Highland Avenue at 1 st Avenue/Wexford Street, Needham Safety Enhancement Provide advance street name signage for Wexford Street along the Highland Avenue northbound and southbound approaches. Provide safe and ADA-compliant pedestrian crossings, indications, and push-buttons at all three legs of the intersection. Provide pedestrian warning signage with arrows at the crosswalk across Highland Avenue. Consider the use of fluorescent signage for added visibility. Consider providing yield lines in advance of the crosswalk across Highland Avenue to increase visibility of pedestrians waiting to cross in the crosswalk. Supplement with appropriate crosswalk warning signage and consider mounting in the median and left-side of the roadway in addition to the right side of the roadway to increase visibility. Ensure that snow is removed in the vicinity of pedestrian crossings so that sight lines are unobstructed for both pedestrians and motorists. Consider providing ADA-compliant pedestrian ramps and removing a small segment of the median at the crosswalk across Highland Avenue in the vicinity of 1st Avenue so that the crosswalk is usable by pedestrians in wheelchairs. As part of long-term reconstruction efforts, define the back of sidewalk and the edge of parking areas so that the pedestrian area is clear and comfortable. As part of long-term reconstruction efforts, realign and reduce the radius of the I-95 ramps at Highland Avenue to force vehicles to enter and exit Highland Avenue at slower speeds. Safety Payoff Time Frame Cost Responsible Party Low Short-term Low MassDOT High Long-term High MassDOT Low Short-term Low MassDOT Low Short-term Low MassDOT Low Short-term Low Town of Needham High Mid-term Medium MassDOT Low Long-term Medium MassDOT High Long-term High MassDOT Page 33

Appendix A. RSA Meeting Agenda

Newton, MA Needham Street/Christina/Oak Street Meeting Location: Newton Utility Building 66 Elliot Street, Newton, MA Thursday, March 20, 2014 1:30 PM 3:30 PM Type of meeting: Attendees: Please bring: High Crash Location Road Safety Audit Invited Participants to Comprise a Multidisciplinary Team Thoughts and Enthusiasm!! 1:30 PM Welcome and Introductions 1:45 PM Discussion of Safety Issues 2:15 PM Site Visit Crash Analysis provided in advance Existing Geometries and Conditions Drive to the intersection of Needham St/Oak St/Christina St As a group, identify areas for improvement 2:45 PM Discussion of Potential Improvements Discuss observations and finalize safety issue areas Discuss potential improvements and finalize recommendations 3:30 PM Adjourn for the Day but the RSA has not ended Instructions for Participants: Before attending the RSA on March 20th, 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.

Needham, MA Highland Ave/First Ave/Wexford Street Meeting Location: Needham Town Hall (Powers Hall) 1471 Highland Ave, Needham, MA Thursday, March 20, 2014 10:00 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 Analysis provided in advance Existing Geometries and Conditions Drive to the intersection of Highland Ave/First Ave/Wexford Street 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 March 20th, 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.

Appendix B. RSA Audit Team Contact List

. Participating Audit Team Members Date: Thursday, March 20, 2014 Location: Needham Town Hall/Newton Utility Building Audit Team Members Agency/Affiliation E-mail Address Phone Number John Kraemer Needham Police Department jkraemer@needhamma.gov 781-444-1212 Jim Krawicici Needham Police Department 781-444-1212 Paul Buckley Needham Fire Department pbuckley@needhamma.gov 781-455-7580 Bob Lewis Needham Department of Public Works rlewis@needhmamma.gov 781-455-7550 Richard P. Merson Needham Department of Public Works rmerson@needhamma.gov 781-455-7550 Lou Taverna Newton City Engineer ltaverna@newtonma.gov 617-796-1025 John Daghlian Newton Associate City Engineer jdaghlian@newtonma.gov 617-796-1023 Frank Nichols Newton City Engineering Division fnichols@newtonma.gov 617-796-1034 James Freas Newton Planning Department jfreas@newtonma.gov 617-796-1131 Jeff Knight Newton Fire Department jknight@newtonma.gov 617-594-7090 Michael Castro Newton Fire Department mcastro@@newtonma.gov 617-594-7106 Jay Babcock Newton Police Department jbabcock@newtonma.gov 617-796-2175 Marc Gromoda Newton Police Department mgromoda@newtonma.gov 617-796-2174 Chris Marzilli Newton Police Department cmarzilli@newtonma.gov 617-796-3635 David Loutzenheiser Metropolitan Area Planning Council (MAPC) dloutzenheiser@mapc.org 617-933-0743 Alan Cloutier Fay, Spofford & Thorndike (FST) acloutier@fstinc.com 781-221-1245 Seth Asante Boston Region MPO/CTPS sasante@ctps.org 617-973-7098 Promise Otaluka Federal Highway Association Massachusetts promise.otaluka@dot.gov 617-494-2528 Amitai Lipton MassDOT District 6 amitai.lipton@state.ma.us 857-368-6313 Tom Currier MassDOT Highway Division Thomas.currier@dot.state.ma.us 857-368-9348 Lisa Schletzbaum MassDOT Highway Division Safety Section lisa.schletzbaum@state.ma.us 857-368-9634 Corey O Connor MassDOT Highway Division Safety Section corey.oconnor@state.ma.us 857-368-9638 Mike Tremblay Howard/Stein-Hudson Associates mtremblay@hshassoc.com 617-348-3347 Ted Brovitz Howard/Stein-Hudson Associates tbrovitz@hshassoc.com 617-348-3308

Appendix C. Detailed Crash Data

High Crash Location

Diagram Ref # Crash Data Summary Table Oak and Christina Streets at Needham Street, Newton, MA January 2010 - December 2013 Crash Date Crash Day Time of Day Manner of Collision Light Condition Condition Road Surface Driver Contributing Code Ages Comments m/d/y Type Type Type Type Type D1 D2 D3 D4 1 1/27/10 Wednesday 7:12 AM Rear-end Daylight Clear Dry Inattention 17 59 2 6/4/10 Friday 11:01 AM Rear-end Daylight Clear Dry Inattention 45 78 79 47 3 10/27/10 Wednesday 7:59 AM Angle Daylight Rain Wet Inattention 67 52 Vehicle 1 swerved to avoid one collision and collided with Vehicle 2. 4 11/29/10 Monday 3:24 AM Rear-end Daylight Clear Dry Followed too closely 44 unk Vehicle 1 rear ended Vehicle 2, Vehicle 2 fled the scene. 5 1/31/11 Monday 8:19 AM Rear-end Daylight Clear Dry Inattention 49 27 52 6 6/14/11 Tuesday 4:45 PM Sideswipe, opposite direction Daylight Clear Dry No Improper Driving 46 unk Vehicle 2 traveling southbound attempted to pass a bus and clipped Vehicle 1. Vehicle 2 fled the scene. 7 6/30/11 Thursday 6:20 PM Single Vehicle Crash Daylight Clear Dry No Improper Driving 66 25 Bicyclist ran into open door of Vehicle 1. 8 7/11/2011 Monday 5:33 PM Angle Daylight Clear Dry 28 52 9 8/10/11 Wednesday 1:19 PM Rear-end Daylight Clear Dry Inattention 83 27 Vehicle 1 stopped too far in front of the stop line at a red light, attempted to back up out of the intersection and backed into Vehicle 2. 10 8/12/11 Friday 6:01 PM Angle Daylight Clear Dry Failed to yield right of way 43 39 Vehilce 1 stopped at a red light to turn right on red, failed to see Bicyclist traveling EB on sidewalk before impacting it. 11 9/13/11 Tuesday 11:00 AM Single Vehicle Crash Daylight Clear Dry Unknown 58 Vehicle 1 struck Pedestrian 1. Pedestrian 1 stated she was fine and carried on her way. 12 11/9/11 Wednesday 3:22 PM Angle Daylight Clear Dry Unknown 83 41 Courtesy Crash. Failure to keep in proper lane or Vehicle 2 crossed over into the lane of Vehicle 1 and struck the driver side. 13 1/19/12 Thursday 7:37 PM Sideswipe, opposite direction Dark - lighted roadway Clear Dry running off road 71 23 Vehicle 2 fled the scene. Vehicles 1 and 2 traveling same direction, Vehicle 2 attempted to pass 14 4/10/12 Tuesday 8:07 AM Sideswipe, same direction Daylight Clear Dry Over-correcting/over-steering 62 43 Vehicle 1 but side swiped his car. 15 5/8/12 Tuesday 4:35 PM Sideswipe, same direction Daylight Clear Dry Failure to keep in proper lane or running off road 54 25 Vehicles 1 and 2 traveling same direction, Vehicle 2 attempted to pass Vehicle 1 but side swiped his car. 16 7/1/12 Sunday 4:11 PM Sideswipe, same direction Daylight Cloudy Dry Inattention 39 79 V2 struck V1 while trying to switch lanes to the left turn lane 17 4/8/13 Monday 7:53 PM Single Vehicle Crash Daylight Clear Dry Made an improper turn 52 67 Pedestrian 1 was crossing the driveway of #311 Needham St in front of Vehicle 1, Vehicle 1 didn t see the pedestrian and struck her. 18 4/24/13 Wednesday 10:32 AM Rear-end Daylight Clear Dry Followed too closely 20 39 19 5/25/13 Saturday 1:11 AM Single Vehicle Crash Dark - lighted roadway Cloudy Wet Illness 56 113 Vehicle 1 took a turn too wide and struck a traffic light. 20 7/11/13 Thursday 11:21 AM Angle Daylight Cloudy Wet Failed to yield right of way 78 81 21 7/11/13 Thursday 3:02 PM Sideswipe, same direction Daylight Clear Dry Other improper action 41 54 Vehicle 1 attempting to make a right turn collided with Bicyclist 1 also attempting to make a right turn. *Courtesy Crash - A term used to describe a crash that occurs subsequent to a non-involved mainline driver who gives the right of way, contrary to the rules of the road, to another driver. Summary based on Crash Reports obtained from: The Newton Police

Crash Data Summary Tables and Charts Oak and Christina Streets at Needham Street, Newton, MA 2 15% 1 5% CRASH MONTH 19% 14% 14% 14% 1 1 1 5% 5% J F M A M J J A S O N D 25% 2 15% 1 5% CRASH DAY OF WEEK 24% 19% 19% 19% 1 5% 5% Monday Tuesday Wednesday Thursday Friday Saturday Sunday 2 19% CRASH TIME OF DAY 19%19% 15% 1 5% 11 6AM 8AM 8AM 10AM 10AM 12PM 5% 12PM 2PM 1 2PM 4PM 4PM 6PM 6PM 8PM 8PM 10PM 10PM 12AM 5% 5% 12AM 2AM 2AM 4AM 4AM 6AM 35% 3 25% 2 15% 1 5% 2 Single Vehicle Crash 3 CRASH MANNER OF COLLISION 2 2 Rear-end Angle Sideswipe, same direction 1 Sideswipe, opposite direction Head on Rear to Rear Unknown Newton, Needham St at Oak and Christina Crash Data Spreadsheet.xlsx 1 of 2 3/12/2014

Crash Data Summary Tables and Charts Oak and Christina Streets at Needham Street, Newton, MA 10 9 8 6 4 2 CRASH LIGHT CONDITION 1 Daylight Dawn Dusk Dark Lighted Roadway Dark Roadway not lighted Dark unknown roadway lighting Other Unknown 10 8 6 4 2 8 Clear 15% Cloudy CRASH WEATHER CONDITION 5% Rain Snow Sleet, Hail, Freezing Rain Fog, Smog, Smoke Severe Crosswinds Blowing sand, snow Other Unknown 10 85% 8 6 4 2 15% CRASH ROAD SURFACE Dry Wet Snow Ice Sand, mud, dirt, oil, gravel Water (standing, moving) Slush Other Unknown 3 2 1 CRASH DRIVER AGES 21% 21% 17% 12% 1 7% 2% 15-20 21-29 30-39 40-49 50-59 60-69 70-79 1 80+ Newton, Needham St at Oak and Christina Crash Data Spreadsheet.xlsx 2 of 2 3/12/2014

High Crash Location