ROAD SAFETY AUDIT MAJOR HIGHWAY MEDIAN CROSS-OVER CRASHES ROUTE 146 SUTTON. Prepared by MS Transportation Systems, Inc. Framingham, Massachusetts

ROAD SAFETY AUDIT MAJOR HIGHWAY MEDIAN CROSS-OVER CRASHES ROUTE 146 SUTTON Prepared for Prepared by MS Transportation Systems, Inc. Framingham, Massachusetts March 2009

ROAD SAFETY AUDIT MAJOR HIGHWAY MEDIAN CROSS-OVER CRASHES ROUTE 146 SUTTON Final Report March 2009 Prepared for Massachusetts Highway Department Prepared by MS Transportation Systems, Inc. Consultant Engineers and Planners 300 Howard Street P.O. Box 967 Framingham, Massachusetts 01701 Tel: 508-620-2832 Fax: 508-620-6897 www.mstransportationsystemsinc.com

Route 146 Sutton Road Safety Audit TABLE OF CONTENTS Page INTRODUCTION 1 RSA PROCESS 3 ANALYSIS 9 SUMMARY OF RSA FINDINGS/POTENTIAL ACTIONS 12 RECOMMENDATIONS 17 APPENDIX 20 MS Transportation Systems, Inc. Page i

INTRODUCTION Lane departure crashes are one of the primary fatal crash types in Massachusetts. The Commonwealth exceeds the national average for lane departure crashes and was designated a lead state in lane departure crashes by the American Association of State Highway and Transportation Officials (AASHTO). The Massachusetts Highway Department (MHD) conducted a study of the problem and found that during 2002-2004, lane departure crashes accounted for 25 percent of all injury crashes and nearly half, 46 percent, of all fatal crashes. As part of the effort in implementing the safety plan and specifically reducing lane departure crashes, the MassHighway is completing a Road Safety Audit (RSA) Review Project specifically focused on median crossing (or median cross-over) crashes on its major highways. Road safety audits are a formal safety performance examination on existing or future roadways by an independent audit team. These specific audits are being conducted in locations where cross-over experience has been or has the potential to be of concern and where the RSA team has judged that factors exist and safety risk could be affected. The team works to identify opportunities for enhancing safety and to recommend specific enhancements that may be implemented to reduce median crossover crashes and improve the overall safety along the highway. A RSA was conducted for the Route 146 in Sutton as part of this overall effort. The roadway section under study, shown in Figure 1, lies between Boston Road and the Interchange at Main Street (Northbridge), a distance of approximately 4 miles. This section had experienced a fatal cross-median crash. The purpose of this RSA was to assess current safety characteristics on the Route 146 highway section under study and to recommend a set of actions to enhance the safety along the highway section under study. Recommendations contained in this report reflect the overall consent of the RSA team and does not necessarily reflect the official views of MassHighway. MS Transportation Systems, Inc. Page 1

Millbury 146 Boston Road Sutton Central Turnpike Central Turnpike Purgatory Road 146 Main Street Northbridge - study section - Interchange Project Location W N E Route 146 Road Safety Audit Sutton, Massachusetts MS Transportation Systems, Inc. Framingham, Massachusetts S 1 : 25,000 FIGURE 1

RSA PROCESS The procedure outlined in the Median Cross-Over RSA Guideline Report 1 was followed with minor variations to account for the high speed, high volume and access controlled features of the facility being reviewed. The process included identifying RSA team members; conducting field visits; holding a RSA team meeting and then assessing the data and findings from the field visits and meetings to render recommended actions for MassHighway to consider. The RSA consultant received and reviewed data including recent traffic volume data, summary crash records for the 2004-2007 period, detailed crash reports of cross-over crashes, and available record highway plans. Field visits were conducted by the RSA team members. A video recording of the sections under study was taken by the RSA Consultant. The site visits were completed prior to the RSA team meeting that was held on August 21, 2008 at the MassHighway District 3 offices. At that meeting, the RSA consultant provided a brief overview of the RSA purpose, a summary of the roadway section s characteristics and results of the review to date. The RSA team provided input and discussed the key items noted in the field and that were listed on the RSA Median Cross-Over Prompt List. Issues and concerns were noted. Following the RSA meeting, the RSA consultant compiled the information, completed the analysis and circulated the draft report. RSA Team The following were members of the Route146 Sutton Road Safety Audit: One Hwang, MassHighway John Hebert, Sutton Selectmen Kevin Krasnecky, CMRPC Sujatha Mohanakrishnan, CMRPC Mark Johnson, MassHighway Sgt. John Hackett, MSP Bonnie Polin, MHD Safety Mngt Unit Eric Nascimento, MassHighway Mark Brigham, Sutton Highway Dept. Lisa Schletzbaum, MHD Safety Mngt Unit Trooper Bob Johnson, MSP William J. Scully, MS Transportation systems (RSA Consultant) RSA Team Meeting The RSA team meeting took place on August 21, 2008 at the District 3 offices in Worcester. The team included engineers, planners and representatives from the State Police barrack that has jurisdiction of Route 146 in Sutton. Representatives from 1 MS Transportation Systems, Inc., Road Safety Audits, Median Cross-Over Crashes, Audit Guidelines, Prepared for MassHighway, October 2007. MS Transportation Systems, Inc. Page 3

MassHighway (Boston and District), along with two officials from the local community also attended the meeting. The team members contact information is included in the Appendix. As stated previously, overall characteristics and conditions of the study section were presented. The team viewed photos and a video recorded during the field audit and discussed conditions as well as potential safety opportunities for enhancement. A number of items were raised at the meeting based on the field audits and general familiarity of the corridor. Key items resulting from the meeting were as follows: The Sutton Police Department provides assistance to the Massachusetts State Police with speed management enforcement in the study section. Observed speeds are in the range of posted speeds and not a major issue according to both the State Police and Town. The roadway surface for much of the section was noted in need of repair. The northern section of the corridor near Boston Road includes a more narrow median with a guardrail. The guardrail is in a depressed area of the median and appears to be lower than needed in relation to the pavement surface. The Route 146 corridor is a location for a large number of animal crossings and deer hits. The locations of and identification of the authorized vehicle turnarounds are less than ideal. The one just north of the Main Street northbound on-ramp is a particularly difficult one to use due to poor visibility. Water ponding has been observed in certain areas of the corridor, particularly north of Central Turnpike. A relatively short section of fence is in place for the median south of Purgatory Road (see Figure 2). The purpose of the fence was unknown. The open median between the Purgatory Road interchange to just north of the Central Turnpike interchange was noted as relatively flat and crossable. MS Transportation Systems, Inc. Page 4

Figure 2 Location of median south of Purgatory road where fence is located for several hundred feet. Another issue identified at the RSA meeting was in relation to the combination of horizontal and vertical alignment of the section beginning approximately ¾ miles south of Central Turnpike continuing to Purgatory Road. The issue centers on the southbound downgrade between the Central Turnpike and Purgatory Road interchange which also contains a horizontal curve towards the end of the grade. The general consensus of the RSA team was that in the southbound direction, the downgrade combined with the horizontal curve and cross slope provides for some driver discomfort and creates a greater risk to enter the median. The median in this specific area is open and approximately 60 to 66 feet in width, but with the southbound direction slightly higher than the northbound direction combined with the horizontal curve and the existing cross slope, the risk of a motorist crossing the median becomes somewhat greater. Analysis Procedures The RSA analysis generally followed the procedure described in the previously referenced Guideline with some variations. It also took into consideration the methods published by the Federal Highway Administration 2 and those included in FHWA training materials 3. The basic tasks included: Obtaining and reviewing crash and other traffic characteristic data and available record plans of the highway. 2 Federal Highway Administration, FHWA Road Safety Audit Guidelines, Publication No. FHWA SA-06-06, Washington, D.C., 2006. 3 Federal Highway Administration, Resource Center, Road Safety Audits Mini-Workshop, Jeffrey Shaw, PE, PTOE, presented to New England ITE Section, September 19, 2006. MS Transportation Systems, Inc. Page 5

Conducting site reconnaissance and collecting a current record of condition via photos and video, Identifying opportunities for enhancement, and Identifying and evaluating potential actions to address noted issues and opportunities. The RSA Team assessed the issues with respect to their crash frequency and severity. Table 1 presents the definitions for frequent, occasional, infrequent, and rare frequency, and Table 2 presents the definitions for extreme, high, moderate, and low severity. ESTIMATED TABLE 1 FREQUENCY RATING EXPECTED CRASH FREQUENCY (PER AUDIT ITEM) FREQUENCY RATING Exposure Probability high high 5 or more crashes per year Frequent medium high high medium 1 to 4 crashes per year Occasional medium medium low high high low Less that 1 crash per year, but more Infrequent than 1 crash every 5 years low medium medium low Less than 1 crash every 5 years Rare low low Source: FHWA RSA Training Workshop Typical Crashes Expected (per audit item) High-speed crashes; head on and rollover crashes Moderate-speed crashes; fixed object or off-road crashes Crashes involving medium to low speeds; lane changing or sideswipe crashes Crashes involving low to medium speeds; typical of rear-end or sideswipe crashes Source: FHWA RSA Training Workshop TABLE 2 SEVERITY RATING Expected Crash Severity Probable fatality or incapacitating injury Moderate to severe injury Minor to moderate injury Property damage only or minor injury Severity Rating Extreme High Moderate Low MS Transportation Systems, Inc. Page 6

The relative risk of a particular audit item reflects both its frequency and severity. Table 3 presents the definitions for minimal, low, moderate, significant, high, and extreme risk. The RSA team appraised each safety issue in terms of its potential seriousness. TABLE 3 CRASH RISK ASSESSMENT Frequency Rating Severity Rating Low Moderate High Extreme Frequent C D E F Occasional B C D E Infrequent A B C D Rare A A B C Source: FHWA RSA Training Workshop Crash Risk Ratings: A: minimal risk level D: significant risk level B: low risk level E: high risk level C: moderate risk level F: extreme risk level RSA Field Audit Field audits were conducted by the RSA team members on or before August 21, 2008. In general, the field visits included drive-throughs in each direction of the study section noting physical conditions and the feel of the driver. The Prompt List developed as part of the RSA process was used as a guide. The prompt list is included in the appendix for background information. The RSA field audits took place by team members prior to the RSA team meeting. The field audits identified the following: Two (2) travel lanes per direction are provided. Speed limit signs were noted - at 65 miles per hour (mph) south of the Central Turnpike interchange and 55 mph beginning just south of the Central Turnpike interchange ramps to the north until approaching the traffic signal at Boston Road. A speed limit of 40 mph is posted in the northbound direction on the immediate approach to the signal. Pavement markings are faded or worn out in many locations in the overall section. The pavement surface has a large number of areas where it is cracked or rutted. A dip in the surface exists in southbound direction just after the Smith Road overpass. MS Transportation Systems, Inc. Page 7

There were numerous areas noted where substantial amounts of grass and weeds were growing in the shoulder and gore areas. Rumble strips exist in both the inside and outside shoulders of the roadway. Flexible, reflective delineator posts line both sides of the median in both directions although some posts were missing. There were no imbedded pavement markers (reflectors) observed. The median is open for the most part except the section beginning approximately 3,400 feet south of Boston Road and continuing northerly where a thrie-beam double faced guardrail has been installed. Commercial land uses and a number of driveways directly connecting to Route 146 were noted between Central Turnpike and Boston Road. The highway includes a noticeably steep downgrade (from north to south) between the Central Turnpike interchange and the Purgatory Road interchange. MS Transportation Systems, Inc. Page 8

ANALYSIS Route 146 in the Sutton study area is a divided highway with two lanes per directions. The study section begins on the north at the Boston Road intersection, which is signalized and includes additional turn lanes. From that location to the south, there is a narrow median with a guardrail placed in or near the center. Approximately 3,400 feet south of Boston Road, the median widens out and becomes open (i.e. no barrier). There are three grade separated interchanges located within the study section including at Central Turnpike; the interchange at Purgatory Road; and the interchange with Main Street (Northbridge) at the southern end of the study section. In the section between Boston Road and Central Turnpike, there are numerous businesses in existence that have direct access to Route 146. With the median on Route 146, this direct access is restricted to right in-right out. South of the Central Turnpike interchange, the highway becomes fully access controlled with no direct connections to abutting land uses. The alignment of the highway can generally be characterized as having a variable vertical alignment with a number of large radius horizontal curves. The most noticeable grade and horizontal curve is located between the Purgatory Road interchange and Central Turnpike as shown in Figure 3. Figure 4 illustrates the curve near the bottom of the grade. Figure 5 illustrates the northbound direction approaching the top of the grade near Central Turnpike. Central Turnpike interchange beginning of downgrade in southbound direction SB downgrade, horizontal curve and cross slope affects driver comfort Purgatory Road Interchange Figure 3 - Approaching the Central Turnpike interchange in the northbound direction. MS Transportation Systems, Inc. Page 9

The area between the Central Turnpike and Purgatory Road interchanges, on the southbound downgrade of Route 146, has been identified as an area of concern. Based upon observation during the RSA, and the drive through the project area, it is recommended that superelevation improvements be investigated as short-term fixes, until such time as a complete resurfacing of the roadway and other geometric improvements, if necessary, are considered. Figure 4 - Southbound curve approaching Purgatory Road exit Figure 5 - Approaching the Central Turnpike interchange in the northbound direction. The median width varies between 60 feet and more than 100 feet with the exception of the section close to Boston Road. Inside shoulders are established along the route with a width 4 to 6 feet. Rumble strips are present within both the inside and outside shoulders. Reflective flexible delineator posts are present along both sides of the median. There is physical evidence of several median entries along the section. MS Transportation Systems, Inc. Page 10

Speeds are posted at 55 miles per hour from just south of the Central Turnpike interchange to the north towards Boston Road. South of this area, speeds are posted at 65 miles per hour. A 40 mph speed limit exists immediately south of Boston Road in the northbound direction. Based on the recent MassHighway traffic counts, the roadway carries on average 37,000 vehicles per day in the study section. Figure 6 illustrates the directional volume over the course of the day for the section south of Central Turnpike. As can be seen in the diagram, peak hour flows (two way) are approximately 3,000 vehicles. There are noticeable, directional peaks observed in the AM (northerly flow) and PM (southerly flow) peak hours. Truck data indicated that over the course of a day, truck volume was 9% of the daily flow and 5% in the peak hour. Figure 6 Route 146 Hourly Traffic Volume Over Course of Weekday Data available as part of the MassHighway crash records system indicated that between 2006 and 2007, there were 10 median related crashes reported in the study section. Of the 10, two crashes (20%) were identified as cross-median crashes. One of the crossmedian crashes resulted in a fatality while the second reported cross-median crash resulted in an injury. There was some discussion at the RSA meeting of a second fatality, however, there was no confirmation of that event. In most crashes, the cited causes for the median related crashes were either the driver swerving or failing to stay in proper lane. Three crashes occurred under rain or snow conditions. Of the total (10) reported median related crashes, they were split evenly northbound and southbound. Most of the crashes occurred under daylight conditions. MS Transportation Systems, Inc. Page 11

SUMMARY OF RSA FINDINGS/POTENTIAL ACTIONS Based on the field review, the review of crash data and the discussion among the RSA team members, potential issues related to the safe operating conditions of the Route 146 in the Sutton area were identified by the RSA team. There were a number of factors or issues of concern that were identified as potentially having an effect on the risk and these are listed in Table 4 along with the assigned risk rating. TABLE 4 SUMMARY OF FACTORS THAT POTENTIALLY AFFECT THE RISK OF SAFETY RELATED EVENTS Factor or Issue So Open thbo median nd c north r e prior of Purgatory to P rgator Road in terms averages of s per 60 ele - 66 ation feet wide and judged crossable Open median south of Purgatory Road - >70 feet wide judged as crossable Southbound curve prior to Purgatory Road grade, superelevation Guide signage indicating roadway curves is not provided Risk Rating E D E C Pavement condition is below average with cracking and rutting noticeable - grass is growing in the shoulder, gore areas and near the travel lanes Animal crossing potential was noted as high Guardrail just south of Boston Road in median is at a height lower than required The turnaround for authorized vehicle in NB direction north of Main Street entry is difficult to see and safely enter Pavement markings are faded Edge drop off is substantial in spots, particularly noticed in the northbound direction A dip in surface exists in the road southbound just after Smith Road overpass Drainage issue was noted in NB direction high speed lane and some ponding in shoulders C B A A C B B B The most significant factor on the Route 146 corridor under study is the open median. This factor is more relevant north of the Purgatory Road interchange where the median width varies between 60 and 66 feet. This section, between Purgatory Road and just north of the Central Turnpike interchange, is a distance of 2.4 miles and the median for the most part in this section was judged by the RSA team as having a high probability of MS Transportation Systems, Inc. Page 12

crossing. Based on the frequency, moderately high traffic volumes and likely severity, this factor was assigned a risk rating of E. South of Purgatory Road, the median becomes wider with varying topography and vegetation that makes it more difficult to cross. The open median factor in this section of the study section was given a risk rating of D. Related to the risk of crossing the median in the Route 146 section north of Purgatory Road is the vertical and horizontal alignment. This particularly exists in the southbound travel as the motorist is traveling down the grade (>5%) before entering a horizontal curve approaching the Purgatory Road exit. The RSA team judged the curve as more difficult due to the grade and cross slope and this factor was assigned a risk rating of E. The remaining factors pose less risk pertaining to median crossings and were assigned ratings of A to C. These included: Signage is not provided at the curve to guide or warn the motorist (i.e. chevron signs) and under the current geometric conditions and lack of in pavement markers, could be a more substantive contributing factor for median entries. A rating of C was assigned. Pavement surface condition has cracks and ruts. Grass was growing in numerous locations in the shoulder or gore areas. The surface condition, while not directly resulting in median entries and crossings, can result in short notice or quick lane changing. This which can affect traffic movement by other vehicles in the immediate area causing a chain reaction type of an effect potentially forcing a vehicle to enter the median. Again, north of Purgatory Road, the median was determined to be highly crossable. This factor was assigned a risk rating of C. The dip in the southbound surface at Smith Road was assigned a rating of B. The inside edge drop off can prevent potential recoveries by motorists that have entered the median. This factor was rated a B. In addition to signage either missing or sparse to begin with, the faded condition of the pavement markings can hinder the guidance of motorists, particularly during non-light conditions or bad weather. This was assigned a risk rating of C. MS Transportation Systems, Inc. Page 13

It was noted by RSA team members that this corridor had a high level of animal (i.e. deer) crossings. This event can also cause quick lane changing and contribute to motorists entering the median. A risk rating of B was assigned to this factor. There have been drainage issues noted in the corridor. In some areas, ponding within the shoulder was identified. While this factor may not directly cause median entries, it can be a contributing factor once a motorist leaves the travel lane. A rating of B was assigned to this factor. The final factor identified relates to the existing guardrail that is placed in the median in close proximity to Boston Road. As noted previously, it is located in a depressed area of the median, which results in the height of the rail in relation to the pavement surface being lower than required. While not causing motorists to enter the median, an errant vehicle in this location that goes airborne has a greater possibility of going over the rail and entering the opposing direct of flow. This factor was assigned a rating of A. Suggested actions intended to reduce the injuries and fatalities resulting from crossmedian crashes and those related to other types of crashes as well were identified. Given the overall objective of the Median Cross-Over RSA program, consideration of a median barrier was the initial action evaluated. An overall set of recommendations that address each of the risk factors is presented later in the report. Consideration of a Median Barrier One of the more significant actions to be considered in the corridor is to install a median barrier in the current open areas. A barrier can be considered when there is a higher than desirable chance or a greater risk for median cross-over crashes to occur and that have or could result in fatalities and/or a high proportion of injury related crashes. A barrier could also be considered when the consequences or severity of a crash without a barrier are worse than if the barrier were in place. Factors to consider in deciding on whether a median should be installed are as follows: High volumes and speeds Truck volumes and mix Narrow median History of cross-median crashes High risk of catastrophic event MS Transportation Systems, Inc. Page 14

These items have been reviewed relative to the Route 146 section under study. Figure 7 presents a review of the corridor in relation to the median warrant criteria presented in the AASHTO RDG 4. Two sections of Route 146 have been evaluated in terms of the criteria. North of the Purgatory Road interchange with the median (as measured from edge line to edge line) approximately 60 to 66 feet at minimum and a volume of over 37,000 vehicles on an average day, the intersection of the two criteria is in the area of the chart where a barrier can be optional. South of Purgatory Road, areas were the median is wider (i.e. >70 feet), the point of intersection would fall to the right of the chart. While taking into account the barrier warrant criteria, which is a guideline, further consideration was given to additional characteristics in concluding whether a barrier should be installed. These included driver comfort and differences in elevation between northbound and southbound directions. Consequently, based on the analysis of the data, the field drive-thru and discussion of the conditions by the RSA team members, it was concluded that a median barrier should be considered in the Route 146 study section north of Purgatory Road through the Central Turnpike interchange. 4 American Association of State Highway and Transportation Officials, Roadside Design Guide, Washington, D.C., 2002, Chapter 6 Update 2006. MS Transportation Systems, Inc. Page 15

80 70 AVERAGE DAILY TRAFFIC (thousands) 60 50 40 BARRIER RECOMMENDED BARRIER CONSIDERED South of Purgatory Road - median width >70 feet BARRIER OPTIONAL 30 20 North of Purgatory Road median width 60-66 feet 10 0 0 10 20 30 40 50 60 70 MEDIAN WIDTH (feet) Median Barrier Warrant Evaluation Route 146 Road Safety Audit Sutton, Massachusetts MS Transportation Systems, Inc. Framingham, Massachusetts FIGURE 7

Recommendations As a result of the RSA analysis and team input, it was concluded that a median barrier be installed in a portion of the study section. In addition to the barrier, a set of recommendations have been identified to address the risk factors noted earlier in the report. These are summarized in Table 7. These actions are intended to eliminate the chance of cross-median crashes as well as the severity of all crashes and improve the overall safety condition of this section of Route 146 in Sutton. Identified in the table in addition to the risk factor and recommended action are the estimated costs and potential timeframe (i.e. short (0-1 year), medium (1-3 years) and long (>3 years)). In terms of the open median sections, it is recommended that a median barrier be installed in the section north of the Purgatory Road interchange. This would be for a distance of approximately 2.4 miles. At $144,000 per mile, a cable barrier would result in an estimated cost of $345,600 for this action. This would likely be a medium term action. South of the Purgatory Road interchange where the median was judged as less crossable, it is recommended that the median be better defined and highlighted by pavement markings and reflective posts. As indicated previously, the southbound direction between the Central Turnpike and Purgatory Road interchanges was identified as an area of concern. Based upon observations during the RSA, and the drive through the project area, it is recommended that superelevation improvements along with signage and markers be investigated as short-term fixes, until such time as a complete resurfacing of the roadway and other geometric improvements, if necessary, are considered. With the surface condition exhibiting extensive cracking, some rutting and grass/weeds growing in the shoulder areas, it is recommended that the roadway section be scheduled for resurfacing/rehabilitation as soon as feasible. As part of this action, a number of factors can be addressed at the same time including installing recessed pavement markers, installing new reflective flexible posts, eliminating any ponding that takes place, fixing the dip in the southbound direction after the bridge over Smith Road, as well as correcting the superelevation noted previously. MS Transportation Systems, Inc. Page 17

Risk Factor Open median north of Purgatory Road averages 60-66 feet wide and judged crossable Open median south of Purgatory Road - >70 feet wide judged as crossable Southbound curve prior to Purgatory Road grade, superelevation Guide signage indicating roadway curves is not provided Pavement condition is below average with cracking and rutting noticeable grass is growing in the shoulder, gore areas and near the travel lanes Animal crossing potential was noted as high Guardrail just south of Boston Road in median is at a height lower than required The turnaround for authorized vehicles in NB direction north of Main Street entry is difficult to see and safely enter TABLE 7 SUMMARY OF RECOMMENDATIONS Risk Rating Recommended Action Estimated Cost Estimated Timeframe E install barrier approx. $345,600 medium 2.4 miles term D install new reflective posts along median in entire study section E investigate superelevation improvements as short term fix C C B A A install chevron signs in SB direction at curve install reflective, flexible posts along median mill and resurface highway approx. 4.8 miles install fence along ROW 2 sides approx. 38,000 ft fill median, reinstall guardrail relocate/redefine authorized vehicle turnaround improve identification of turnarounds in section Pavement markings are faded C Install new markings Install slotted lane markers Edge drop off is substantial in spots, particularly noticed in the northbound direction A dip in surface exists in the road southbound just after Smith Road overpass Drainage issue was noted in NB direction high speed lane and some ponding in shoulders $6,000 short term TBD short term $2,000 see above $7.6M short term short term medium to long term $950,400 medium to long term TBD TBD TBD $40,000 TBD short term short term short term short term medium term B regrade where needed TBD short term B B address during resurfacing address during resurfacing TBD TBD medium to long term medium to long term MS Transportation Systems, Inc. Page 18

The preliminary estimated cost to resurface the highway in both directions between the Central Turnpike interchange and the Main Street interchange including the above mentioned items is $7.6M. This cost includes the slotted markers, reflective posts and new pavement markings, rumble strip as well as a minor widening of the paved inside shoulder. The location, condition and identification of turnarounds for authorized vehicles should be given some attention. The location of the turnaround just north of the Main Street interchange has poor visibility and is difficult to safely enter from the northbound direction. This turnaround could be relocated further north to a location that is easier to navigate. In addition, consideration could be given to providing signs at the turnarounds that specifically indicate Official Use Only and/or what fine would be incurred if a motorist is cited for violating this regulation. Finally, the animal crossing factor can be addressed by installing a fence along the ROW and eliminating the openings that enable wildlife to reach the highway. Standard fencing installed along both sides of the ROW in the freeway section (approx. 3.6 miles per direction) is estimated to cost $950,400. MS Transportation Systems, Inc. Page 19

Appendix RSA Meeting Agenda RSA Attendance List Median Crash Diagram Crash Data Traffic Volume Data MS Transportation Systems, Inc. Page 20

Road Safety Audit Sutton Route 146 Meeting Location: MassHighway District 3 Office 403 Belmont Street, Worcester Thursday, August 21, 2008 11:00 AM 12:30 PM Type of meeting: Attendees: Please bring: Cross Median Road Safety Audit Invited Participants to Comprise a Multidisciplinary Team Thoughts and Enthusiasm!! 11:00 AM Welcome and Introductions 11:15 AM Introduction to Road Safety Audits and Cross Median Crashes 11:30 AM Review of Site Specific Material Crash, Speed, and Volume Summaries provided in advance Existing Geometries and Conditions Video and Images 12:00 PM Completion of RSA Identification of Safety Concerns using RSA Prompt List as a guide Identification of Possible Countermeasures 12:30 PM Adjourn for the day but the RSA has not ended Instructions for Participants: Before attending the RSA on August 21st, participants are encouraged to drive Route 146 in Sutton between exits 4 and 8 and complete/consider elements on the RSA Prompt List with a focus on safety factors affecting cross median crashes. 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 initial 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.

ROAD SAFETY AUDIT MEETING Route 146 Sutton - August 21, 2008 MassHighway District 3 Offices, Worcester MA Attendance List Name Agency/Dept. Email Bill Scully MS Transportation Systems, Inc. bscullyjr@mac.com Sgt. John Hackett MSP John.Hackett@msp.state.ma.us Trooper bob Johnson MSP robert.johnson@msp.state.ma.us Mark Johnson MassHighway Mark.Johnson@mhd.state.ma.us Sujatha Mohanakrishnan CMRPC Sujatha@cmrpc.org Kevin Krasnecky CMRPC Kkrasnecky@cmrpc.org Eric Nascimento MassHighway Eric.Nascimento@mhd.state.ma.us One Hwang MassHighway One.Hwang@mhd.state.ma.us Lisa Schletzbaum MassHighway, Safety Management Lisa.Schletzbaum@mhd.state.ma.us John Hebert Sutton Selectmen Mark Brigham Sutton Highway Dept. Mbrigham@Town.Sutton.ma.us MS Transportation Systems, Inc.

8 ") WEST MAIN STREET MILLBURY 1 DUDLEY ROAD PROVIDENCE ROAD MAIN STREET PLEASANT STREET PROVIDENCE ROAD ± 2 BOSTON ROAD FERRY STREET GRAFTON SINGLETARY AVENUE BOSTON ROAD 4 3 ROUTE 146 SB CD ROAD 7 ") CENTRAL TURNPIKE HILL STREET SUTTON STREET UXBRIDGE ROAD CENTRAL TURNPIKE 5 SUTTON ") 146 NORTHBRIDGE BENSON ROAD 6 ") 6 PURGATORY ROAD MAIN STREET NORTH MAIN STREET Legend DOUGLAS ROAD Type of Median Crash 2004-2007 * Cross Median, Fatal Crash Cross Median, Non-Fatal Crash Median, Non-Fatal Crash MANCHAUG ROAD Major Roads Interstate Principal Arterial WHITING ROAD Minor Arterial 5 ") 7 LACKY DAM ROAD Municipal Boundary MAIN STREET Collector Local 8 4 ") DOUGLAS GILBOA STREET UXBRIDGE

MASSACHUSETTS HIGHWAY SAFETY DIVISION CRASH SUMMARY ROADWAY: STUDY PERIOD: ROUTE 146 CITY: SUTTON 1/1/2004 TO 12/31/2007 LOCATION: N/A NO. CRASH NUMBER CRASH DATE TRAVEL LIGHT WEATHER ROAD REASON FOR VEHICLE MEDIAN OR CROSS DRIVER CONTRIBUTING CRASH DIRECTION CONDITION CONDITION SURFACE RUNNING OFF ROAD LEFT MOVEMENT MEDIAN CRASHES CAUSE SEVERITY 1 2188789 02/26/07 NB Daylight Snow Snow Driver lost control of vehicle and spun out into median barrier because of snow and ice on the roadway. NB Travel Lane into median barrier Median Swerving or avoiding due to wind, slippery surface, vehicle, object, non-motorist in roadway, etc. Non-fatal injury 2 2115431 04/06/06 SB Daylight Clear Dry 3 2266827 12/02/07 SB Dark-lighted roadway Snow Snow Vehicle with activated emergency lights approached breaking traffic and crashed into rear of vehicle causing that vehicle to crash into the median barrier and into another vehicle. SB Travel Lane to median barrier and then into another vehicle in left lane. Median No improper driving Non-fatal injury Vehicle was passing a sand truck and drifted toward it, operator swerved to the left to avoid truck and spun into guardrail in median. SB Travel Lane to median Median failure to keep in proper lane Property damage only Driver applied break peddle all the way to the floor at intersection steering car into the left turning lane to avoid stopped 4 2165889 03/05/07 SB Daylight Cloudy Dry traffic in the right travel lane, then struck the median barrier. SB right travel lane to turning lane and into median barrier Median Operating defective equipment Non-fatal injury 5 2217783 06/15/07 NB Daylight Clear Dry Vehicle was cut off by unknown vehicle and forced into median. NB Travel Lane across median to SB travel lane, coming to rest in SB BDL Cross median No improper driving Property damage only 6 2230270 05/14/07 NB Daylight Clear Dry Driver became nervous when traffic began to break ahead. Driver then stepped on the gas instead of the break, lost control of the vehicle and crossed the median. NB Travel Lane across median to Sb travel lane Cross median failure to keep in proper lane Fatal injury 7 2292969 11/14/07 NB Daylight Clear Dry TT drifted left, struck median guardrail and over turned into the median. NB Travel Lane to median Median failure to keep in proper lane Non-fatal injury 8 2278248 06/21/07 SB Dark- roadway not lighted Rain Wet Operator lost control of vehicle on wet road surface veered into median, vehicle then rolled over onto roof. SB Travel Lane to median, vehicle then rolled onto roof in median Median Driving too fast for conditions Non-fatal injury 9* 2161224 02/26/07 NB Dark-lighted roadway Cloudy Wet Vehicle slide from right lane into median guardrail. NB Right Lane into median guardrail, then back across both NB lanes hitting BDL guardrail Median No improper driving Property damage only 10* 2176131 11/03/06 SB Daylight Clear Dry TT unable to break for lane closure resulting in a turn into the median guardrail and a rollover. 7 of 10 breaks out of adjustment and 1 non operational. SB Travel Lane to median Median Driving too fast for conditions Non-fatal injury * Unable to be located to a specific location TOTAL NO. LIGHT CONDITION WEATHER CONDITION ROAD SURFACE DAYLIGHT DARK - NOT LIGHTED DARK-LIGHTED CLEAR CLOUDY RAIN SNOW DRY WET SNOW 10 7 1 2 5 2 1 2 6 2 2 100% 70% 10% 20% 50% 20% 10% 20% 60% 20% 20% MEDIAN OR CROSS MEDIAN CRASH SEVERITY DRIVER CONTRIBUTING CAUSE MEDIAN CROSS MEDIAN PROPERTY DAMAGE ONLY NON-FATAL INJURY FATAL - INJURY DRIVING TOO FAST FAILURE TO KEEP IN SWERVING OR AVOIDING DUE TO WIND, SLIPPERY SURFACE, VEHICLE, OPEJECT, NON-MOTORIST IN ROADWAY, NO IMPROPER DRIVING OPERATING DEFECTIVE EQUIMPENT ETC. FOR CONDITION PROPER LANE 8 2 3 6 1 2 3 1 1 3 80% 20% 30% 60% 10% 20% 30% 10% 10% 30% 2007 CRASH INFORMATION IS NOT COMPLETE CRASH SUMMARY IS BASED ON ELECTRONICALLY SUBMITTED CRASH REPORTS WITH STATE POLICE NARRATIVES

RT-146, South of Central Turnpike, 5/11/2005 Start time Northbound Direction Southbound Direction TOTAL 12:00 AM 139 136 275 1:00 AM 122 74 196 2:00 AM 78 64 142 3:00 AM 97 66 163 4:00 AM 169 126 295 5:00 AM 642 305 947 6:00 AM 1,409 954 2,363 7:00 AM 1,770 1,233 3,003 8:00 AM 1,417 1,018 2,435 9:00 AM 1,093 894 1,987 10:00 AM 886 732 1,618 11:00 AM 853 840 1,693 12:00 PM 946 898 1,844 1:00 PM 910 961 1,871 2:00 PM 986 1,082 2,068 3:00 PM 1,249 1,366 2,615 4:00 PM 1,250 1,532 2,782 5:00 PM 1,362 1,700 3,062 6:00 PM 1,013 1,279 2,292 7:00 PM 832 907 1,739 8:00 PM 624 715 1,339 9:00 PM 501 535 1,036 10:00 PM 432 348 780 11:00 PM 262 280 542 Daily Directional Traffic Volumes Route 146, Sutton Daily Total 19,042 18,045 37,087 Hourly Volume (Number of Vehicles) 2,000 1,800 1,600 1,400 1,200 1,000 800 600 400 200 0 Directional Traffic Volumes along RT-146, South of Central Turnpike, Sutton Wednesday, May 11, 2005 12:00 AM 2:00 AM 4:00 AM 6:00 AM 8:00 AM 10:00 AM 12:00 PM 2:00 PM Time of Day 4:00 PM 6:00 PM 8:00 PM 10:00 PM Northbound Direction Southbound Direction