Lane Departure Road Safety Audit for Interstate 195 through Swansea, Massachusetts

Lane Departure Road Safety Audit for Interstate 195 through Swansea, Massachusetts Prepared by The Southeast Regional Planning & Economic Development District and The University of Massachusetts Traffic Safety Research Program Prepared for Massachusetts Highway Department Federal Highway Administration

1.0 Introduction to Road Safety Audits & Lane Departure Crashes in Massachusetts The Federal Highway Administration defines a Road Safety Audit (RSA) as the formal safety examination of an existing or future road or intersection by an independent, multidisciplinary team. The purpose of an RSA is to identify potential safety issues and possible opportunities for safety improvements considering all roadway users. Specific objectives of an RSA include, but are not limited to the following: Minimizing the risk and severity of road crashes that may be affected by the existing or future roadway at a specific location or nearby network; Improving the awareness of safe design practices which are likely to result in safety benefits based upon potential safety concerns. Although RSA s have been employed in other countries for some time, they are being fully embraced across the United States as a low cost opportunity to make significant safety improvements at any number of stages ranging from project development and planning through existing operation. Furthermore, RSA s have proven to be effective on projects of all shapes and sizes. The RSA program here in the Commonwealth presents a unique and exciting opportunity for improvements in roadway safety. The RSA program in Massachusetts is being implemented in accordance with the Commonwealth s role as a lead state in preventing run-off the road (lane departure) crashes and in conjunction with the Strategic Highway Safety Plan (SHSP). Lane departure crashes are a notable problem area for Massachusetts, especially for crashes with high injury severities. Between 2002 and 2004, lane departure crashes accounted for nearly 20 percent of all crashes in Massachusetts and approximately one-quarter of crashes involving an incapacitating injury. Almost one-half of fatal crashes between 2002 and 2004 were lane departure crashes. As the crash severity increases, so too does the percent of crashes that is lane departures as shown in Figure 1. All Massachusetts Crashes, 2002-2004 Massachusetts Incapacitating Injury Crashes, 2002-2004 Massachusetts Fatal Crashes, 2002-2004 18.7% 24.5% 46.2% Lane Departure Crashes Other Crashes Figure 1. Relationship Between Lane Departure Crashes and Injury Severity In an effort to combat the lane departure problem, a strategy was developed for the SHSP to identify hot spot lane departure locations, perform road safety audits and implement low-cost comprehensive countermeasures. The following report summarizes the findings of a RSA focused on lane departure crashes (LD) along Interstate 195 through Swansea, Massachusetts. Page 2

2.0 Background Material for Interstate 195 through Swansea Across the southeastern portion of Massachusetts, Interstate 195 serves as a major east-west corridor and connects Providence, RI and Interstate 95 with Wareham, MA and Interstate 495 (see Figure 2 below). Specifically, 195 extends 44.55 miles with 40.73 of those miles in Massachusetts. One of the municipalities connected by 195 is Swansea, a Massachusetts town located in Bristol County with nearly 16,000 residents (census 2000). Within Swansea, 195 has two sets of ramps, both with an entrance and exit for each direction of travel; a third set ramps is located just across Swansea s eastern border in Somerset. In total, the length of 195 through Swansea is approximately 6½ miles with 3 travel lanes and a full breakdown lane in both the eastbound and westbound directions. Through Swansea, 195 is relatively level, with limited horizontal curvature. Also shown in Figure 2, is a plan view of the 195 cross-section through Swansea. Some of the major characteristics, including crash clusters for 195 through Swansea, are summarized in Figure 3. Swansea, MA Interstate 195 Figure 2. Interstate 195 Locations & Cross-Section Plan view through Swansea The LD-RSA for Interstate 195 was held on August 20, 2007 at Fire Station #2 in Swansea. In total, 16 team members participated in the road safety audit as listed in Table 1. As indicated in Table 1 representatives were present from Federal, State, Regional and Local agencies and included a crosssection of engineering/planning, education, and enforcement expertise. Table 1 Participating Audit Team Members Audit Team Members Agency/Affiliation Bonnie Polin Lisa Estela-Pedro Paul Mission Jim Hadfield Neil Boudreau Massachusetts Highway Department Safety Section Southeast Regional Planning & Economic Development District Southeast Regional Planning & Economic Development District Southeast Regional Planning & Economic Development District Massachusetts Highway Department Traffic Engineering Audit Team Members Xian Chen Jemal Ali George Arruda Peter Burke Jose Gonsalves Agency/Affiliation Massachusetts Highway Department Safety Section Massachusetts Highway Department Highway Design Swansea Police Department Swansea Fire Department Massachusetts State Police Tim White Federal Highway Administration Moe Puklis Swansea Highway Department Carl Sanesko Swansea Emergency Management Samuel Gregorio Michael Knodler University of Massachusetts - Amherst Robert Gregory Massachusetts Highway Department Safety Section Massachusetts Highway Department District 5 Page 3

Exit 2 Ramps Cluster of EB crashes Cluster of WB Crashes Towards Providence, R.I. Swansea Mall serves as a major area attraction Cluster of EB crashes Exit 3 Ramps Cluster of crashes both EB & WB Towards Somerset, Fall River & Wareham Exit 4 Ramps in Somerset Figure 3. Characterization of Roadway Features for Interstate 195 through Swansea Page 4

Members of the lane departure road safety audit team were asked to visit the stretch of 195 through Swansea in advance of the meeting to familiarize themselves with the roadway attributes and characteristics. A significant amount of data and information was compiled by the Southeast Regional Planning & Economic Development District (SRPEDD) with support from MassHighway prior to the RSA meeting and shared with participants in advance. Additional information provided pertained to the LD-RSA safety initiative and included traffic volumes and speeds, as well as a description of relevant crashes. Appendix A provides a full version of the meeting material, and a summary of the compiled data as follows: Based upon Massachusetts Highway Department (MassHighway) traffic count data, Interstate 195 in Swansea carries 65,000 vehicles per day and has posted speed limits of 65 mph. SRPEDD compiled crash data for the period between 2003 and 2005. There were 24 reported crashes in the westbound direction consistent with the lane departure initiative. By comparison there were 20 reported crashes in the eastbound direction classified as lane departure crashes. Some preliminary safety findings completed by SRPEDD which were presented to audit team members prior to the meeting are summarized in Table 2 below. Maps of the crash type and location are presented in Figures 4 and 5 for the EB and WB directions, respectively. Additional resources made available to the team during the audit meeting included field videos from several drives along Interstate 195, which were used in aiding discussion of specific roadway elements. Also available were possible resources including the AASHTO Strategic Highway Safety Plan and the related National Cooperative Highway Research Program (NCHRP) 500 series reports. Table 2 Summary of Preliminary 195 Safety Findings Presented to the RSA Team Eastbound Westbound The breakdown of injury severity for the 20 total crashes was as follows: - 1 Fatal (possibly 2) - 4 Incapacitating Injury - 1 Possible Injury - 10 Non Incapacitating Injury - 4 No injury - 13 No injury The primary factors were listed as: - 7 Speed-related - 1 Reckless - 6 Failure to stay in lane - 2 Alcohol-related - 1 Weather-related - 3 Oversteering Seat belts were more likely reported as worn in crashes that were minor and no injury than in fatal or incapacitating injury. There were 8 reported crashes where the vehicle overturned. The breakdown of injury severity for the 20 total crashes was as follows: - 2 Fatal - 2 Incapacitating Injury - 2 Possible Injury - 5 Non Incapacitating Injury The primary factors were listed as: - 9 Weather (8 snow/ice) - 7 Speed-related - 1 Reckless - 7 Failure to stay in lane - 2 Unsafe lane change - 2 Animal crashes (deer) - 1 Possible alcohol-related Seat belts were reportedly not worn in only 2 crashes both of which were incapacitating injury crashes. There were 3 reported crashes where the vehicle overturned. Page 5

Figure 4. 2003 to 2005 Summary of I-195 Eastbound Crashes in Swansea Page 6

Figure 5. 2003 to 2005 Summary of I-195 Westbound Crashes in Swansea Page 7

3.0 Characterization of Major Traffic Safety Challenges Following a brief introduction to the RSA process in general, the meeting participants were asked to summarize and characterize potential safety considerations along Interstate 195 in Swansea. The initial characterization of the major safety considerations focused on several key elements as follows: Among the reported crashes, 34 percent were speed or reckless driving related, which was listed as a safety concern for this stretch of roadway. Considering time periods, most of the speed-related crashes occurred during the PM peaks or in the middle of the night. Several in attendance were not surprised by the late night crashes citing that many travel to Providence bars and clubs before returning to southeastern Massachusetts. Another characterization of crashes was related to guard rails (see figure inset). Again using SRPEDD data, it was reported that guard rails along the corridor were likely responsible for the prevention of injury in no less than 10 crashes and prevented more serious injury in at least one more crash. Along the same lines, it was speculated that guardrails, if present, may have proved helpful in preventing or minimizing the severity of 9 of the 11 crashes where the vehicle overturned. The clusters of crashes located around both sets of ramps were discussed by the RSA Figure 6. Typical Roadside Shoulder and Guard Rail team. The opinion of the team was that there are adequate merge areas, however some contributing factors may be related to available sight distance, including visibility of exit signs. Additionally, there was discussion regarding the granite material used in the gore areas of the exit ramps, but it should be noted that this was not correlated to any of the reported crashes being reviewed. Reviewing the reported crash data, there were 10 crashes that involved a vehicle striking a tree, which is not commonly associated with Interstate crashes. Only two of these 10 crashes did not result in an injury or possible injury and one involved a fatality. Weather conditions, particularly snow and ice, were cited as a major factor in 8 crashes in the westbound direction. There was speculation that a plowing/sanding issue or a drainage problem may be present along the westbound segment of the corridor. An additional driver-related factor that was discussed at this stage was the impact of safety belts in crashes. Specifically cited was the lack of safety belt usage in the severe injury crashes. The overall Massachusetts safety belt usage is 69 percent, and this region has a safety belt usage rate lower than the statewide average at 67 percent, however it is worth noting that Interstate roadways have the highest observed safety belt usage. 4.0 Summary of Short Term Recommendations for Interstate 195 in Swansea The formal review of potential safety concerns along Interstate 195 was completed by the entire audit team. Following identification of a potential safety issue the dialogue subsequently focused on possible countermeasures with some preliminary discussion regarding the feasibility of implementation (timeframe and cost) as well as the potential payoff of safety benefits. Given the potential for an Page 8

immediate impact there was an added focus on short term (less than 1 year) and low cost (less than $10,000) improvements that could be done almost instantaneously resulting in a positive safety impact. Unlike other roadways being evaluated as part of the Massachusetts LD-RSA process some of the opportunities for 195 are limited because of its Interstate classification. Additionally, it may be expected that associated costs for recommended strategies may be higher again because of the Interstate classification. For example routine maintenance may cost more in this application because of the challenges and requirements for completing this along the Interstate. Nevertheless, resulting recommendations for immediate actions along Interstate 195 include the following: Given the presence of the exits (i.e. merging traffic) and reported impact of speed, it is recommended that this stretch of roadway continue to be part of a sustained enforcement program. Speed data collection by MassHighway would likely prove useful for the Massachusetts State Police in the identification of existing speeds, optimal time periods for enforcement, and enforcement thresholds. Additionally, some consideration may be given to the idea of installing signage which signifies either high enforcement area or radar in use. As previously noted there are specific strategies associated with the weather and drainage characteristics (see figure inset). Discussed at the RSA meeting was that this stretch of roadway is slated for resurfacing in 2009. The short term recommendation from the RSA team is that all efforts be made to assure this remains the case. The resurfacing will likely aid with weather and drainage issues in addition to typical roadway operations. Because there are opportunities to lessen the injury severity of crashes through the installation of guard rails it is Figure 7. Typical Roadside Drainage recommended that a plan for added guard rail be devised. In the shorter term it is recommended that the single guard rail location which has a buried end be replaced with the current crash cushion standard. Long term candidate locations, based upon the SRPEDD crash analysis identifying locations for rollover vehicles, would include the following: Westbound - vicinity of MM 6.6 to 6.4 (right side), vicinity of MM 6.2 to 6.1 (right side). Eastbound - vicinity of MM 4.6 to 4.8 (right and median side), vicinity of MM 6.6 to 6.8 (median side), vicinity of MM 7.2 to 7.5 (median side), vicinity MM 8.2 to 8.4 (median side). In some cases this may involve extending the length of existing guardrail. It is recommended that continued maintenance be performed along the roadway with respect to trees. In the event that guard rails are not installed (see previous bullet) the removal of trees within the roadway clear zone is recommended. An additional tree maintenance strategy is the trimming of overgrowth which may inhibit driver visibility of signage, including exit signs. Based upon the benefits of belt usage for I-195 crashes coupled with the low belt usage in this region of the Commonwealth it is recommended that the possibility for grant funding from the Highway Safety Division (HSD, formerly the Governor s Highway Safety Bureau) be explored. Typical HSD funding includes both public information and education (PI&E) as well as enforcement activities. Page 9

5.0 Summary of Additional Interstate 195 Countermeasures Although an emphasis was placed upon short term and low cost improvements that could be carried out immediately, the focus of the team was not limited to those constraints. The following section details countermeasures discussed by the team, which are reflective of all costs and timeframes and includes both general (entire corridor) and specific safety opportunities. Please note that with respect to the timeframe there are some unknown variables that must be further explored. Additionally, some of the potential treatments discussed were experimental in nature, resulting in an unknown level of safety benefit. Several definitions exist for low, mid, and high cost as well as for short, mid and long term implementation timeframes. For purposes of this report, low cost improvements will be under $10,000, mid costs will be under $50,000, and high costs will be above $50,000. From a timeframe perspective short term will refer to less than 1 year while mid and long term will refer to countermeasures that will take 1 to 3, and greater than 3 years, respectively. Page 10

Potential Safety Issue Possible Countermeasures Implementation Timeframe & Cost Potential Safety Payoff Photos Speed-related issues along Interstate 195 Continue and expand upon a concentrated enforcement and educational (i.e. speed feedback, community meetings, etc) effort. Consider the possibility of signage signifying high enforcement area or radar in use signage. Short Term & Low/Mid Cost Mid Seat belts and/or alcohol The potential for safety belts coupled with the known low belt usage is suggestive of seeking HSD funding for PI&E as well as enforcement activities. Mid Term & Low Cost Low Markings & delineation At the time of the resurfacing it is recommended that highly reflective pavement markings be installed. Additionally roadside reflectors should be installed as budget allows. Mid Term & Mid/High Cost Mid Guard rail opportunities As evidenced by the 11 rollover crashes and the presence of roadside trees it is recommended that opportunities for guard rail installation be explored. Please see Section 4.0 for specific locations. Mid Term & Mid/High Cost Mid Page 11

Potential Safety Issue Possible Countermeasures Implementation Timeframe & Cost Potential Safety Payoff Photos Presence of trees along roadside Install guardrail (previous) near hazardous trees along roadside or remove trees altogether. Clear brush/tree limbs from roadside which obstructs signs. Short Term & Low Cost Short Term & High Cost Mid Low Expand ITS related activity Integrate ITS technology such as cameras and variable message signs, which can be employed monitoring (operations or crashes), driver feedback regarding congestions, weather conditions. Mid Term & Mid Cost Low WINTER WEATHER Page 12

6.0 Discussion As previously noted, the opportunities for safety improvements for 195 may be more restrictive or expensive than on other roadways. Nevertheless, it is important to note that for the safety improvement opportunities described in the previous sections: 1) many treatments are both low cost and short term; and 2) there is a complimentary nature of many of the safety strategies in that one improvement will aid with multiple safety issues. Please note that although this document provides a series of specific recommendations which warrant short term implementation, it should be noted that the approach towards improved safety is dynamic in nature and warrants revisiting over time. Several additional topics that were discussed at the audit meeting and warrant consideration include the following: Although documented previously, it is worth noting that this stretch of roadway is currently scheduled for resurfacing in 2009. The RSA team would like to recommended that all efforts to maintain this schedule are taken. The pavement condition has selected defects, some drainage issues (hydroplaning), and weather issues in general which will all benefit from the new surface. There were several collisions involving deer in the study location. While no specific migration paths or densely populated areas were identified this should continue to be monitored. Most of the safety issues identified by the RSA team were ultimately related to driver errors, including but not limited to speed, alcohol, safety belts, improper lane changes, and failure to compensate for weather conditions. Page 13

7.0 Appendix A: Distributed RSA Meeting Materials Materials provided to RSA team members in advance of the meeting included the following: 1. Agenda 2. RSA and Lane Departure Introduction 3. SRPEDD Crash Data Summary 4. Tabulated Crash Summary 5. Map of Geolocated Crashes 6. LD-RSA Checklist Page 14

Road Safety Audit for I-195 in Swansea Meeting Location: Fire Station #2, 50 Gardners Neck Road, Swansea, MA Monday, August 20, 2007 9:00 AM to 11:00 AM Type of meeting: Attendees: Please bring: Lane Departure Road Safety Audit (RSA) Invited Participants to Comprise a Multidisciplinary Team Thoughts and Enthusiasm!! 9:00 AM Welcome and Introductions 9:15 AM Introduction to Road Safety Audits and Lane Departure Crashes 9:30 AM Review of Site Specific Material Crash & Volume provided in advance Existing Geometries and Conditions Video and Images 10:00 AM Completion of RSA Identification of Safety Concerns using checklists as a guide Identification of Possible Countermeasures 11:00 AM Adjourn for the Day but the RSA has not ended Instructions for Participants: Before attending the RSA on August 20th participants are encouraged to drive I-195 within Swansea, MA and complete/consider elements on the RSA advisory checklist with a focus on safety factors affecting roadway departure 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. Page 15

Introduction to Road Safety Audits & Lane Departure Crashes in Massachusetts The Federal Highway Administration defines a Road Safety Audit (RSA) as the formal safety examination of an existing or future road or intersection by an independent, multidisciplinary team. The purpose of an RSA is to identify potential safety issues and possible opportunities for safety improvements considering all roadway users. Specific objectives of an RSA include, but are not limited to the following: Minimize the risk and severity of road crashes that may be affected by the existing or future roadway at a specific location or nearby network; Improve the awareness of safe design practices which are likely to result in safety benefits based upon potential safety concerns. Although RSA s have been employed in other countries for some time, they are being fully embraced across the United States as a low cost opportunity to make significant safety improvements at any number of stages ranging from project development and planning through existing operation. Furthermore, RSA s have proven to be effective on projects of all shapes and sizes. The RSA program here in the Commonwealth prevents a unique and exciting opportunity for improvements in roadway safety. The RSA program in Massachusetts is being implemented in accordance with the Commonwealth s role as a Lead State in preventing run-off the road (lane departure) crashes and in conjunction with the Strategic Highway Safety Plan (SHSP). Lane departure crashes are a notable problem area for Massachusetts, especially for crashes with higher injury severities. Between 2002 and 2004, lane departure crashes accounted for nearly 20 percent of all crashes in Massachusetts and approximately one-quarter of crashes involving an incapacitating injury. Almost one-half of fatal crashes between 2002 and 2004 were lane departure crashes. As the crash severity increases, so does the percent of crashes that are lane departures as shown in the figure below. All Massachusetts Crashes, 2002-2004 Massachusetts Incapacitating Injury Crashes, 2002-2004 Massachusetts Fatal Crashes, 2002-2004 18.7% 24.5% 46.2% Lane Departure Crashes Other Crashes In an effort to combat the lane departure problem, a strategy was developed for the SHSP to identify hot spot lane departure location, perform road safety audits and implement low-cost comprehensive countermeasures. Page 16

SRPEDD Crash Data Summary I-195 Eastbound, Swansea Total Crashes - 20 Fatal - 1 (possibly 2) Incapacitating - 4 Possible injury - 1 Non-incapacitating - 10 No injury - 4 (Injury may have been prevented by guardrails in 3 of the 4) Primary Factor Speed - 7 Reckless - 1 Failure to Stay in Lane - 6 DUI - 2 Weather - 1 Overcorrected steering - 3 Seat Belt Use Fatal Incap Inj Non Incap No Injury Yes - 12 0 1 7 4 No - 7 1 2 3 0 Unknown - 1 1 There were 8 crashes where the vehicle overturned. Fatal - 1 (possibly 2) Incapacitating - 3 Non-incapacitating - 4 In 6 of the 8 overturn crashes, guardrails may have prevented the outcome. Data clearly show the significance of seat belt use in preventing more serious injuries. The data also appears to indicate that guardrails may have reduced the severity of several crashes. Page 17

SRPEDD Crash Data Summary I-195 Westbound, Swansea Total Crashes - 24 Fatal - 2 Incapacitating - 2 Possible injury - 2 Non-incapacitating - 5 No injury - 13 (Injury may have been prevented by guardrails in 7 of the 13) Primary Factors Weather - 9 (8 involved snow/ice conditions) Speed - 7 Reckless - 1 Failure to Stay in Lane - 7 Unsafe Lane Change - 2 Animal-Deer - 2 Possible DUI - 1 Seat Belt Use Fatal Incap Inj Non Incap No Injury Yes - 22 2 0 5 13 No - 2 0 2 0 0 There were 3 crashes where the vehicle overturned. Incapacitating - 1 Non-incapacitating - 2 In all 3 overturn crashes, guardrails may have prevented the outcome. 8 crashes occurred in snow/ice conditions. Is there an issue with plowing/sanding on I-195 WB? Guardrails may have prevented injury in 7 crashes and more serious injury in 1 crash. Page 18

WB Report # WB 1 WB 2 WB 3 WB 4 WB 5 WB 6 Location I-195 West I-195 West I-195 West I-195 West W of MM 8.9 100' E of MM 8.8 Date 04/24/05 11/13/04 11/13/04 11/29/04 07/11/04 09/27/04 Age of Driver 45 28 46 29 32 22 Time 12:01 AM 2:39 AM 3:32 AM 9:45 PM 5:04 AM 1:12 AM Direction of travel WB WB WB WB WB WB # of Vehicles 2 1 1 1 1 1 Light Cond Dark - Road not lit Dark - Road not lit Dark - Road not lit Dark - Road not lit Daylight Dark - Road not lit Weather Cloudy Snow Snow Clear Clear Clear Road Surface Dry Snow Snow Dry Dry Dry Manner of Coll. 2 vehicles Single vehicle Single vehicle Single vehicle Single vehicle Single vehicle 1st Harmful location Roadway Median Median Roadway Roadway Median 1st Harmful Event Motor vehicle In traffic Tree Guardrail Deer Guardrail Ditch Veh. Prior to coll. Straight Straight Straight Straight Straight Leaving travel lane Sequence of events 1 ROR right ROR left ROR left Deer ROR left Ditch Sequence of events 2 Overturned Tree Guardrail Guardrail Tree Sequence of events 3 ROR right Sequence of events 4 Guardrail Most harmful event Overturned Tree Guardrail Deer Guardrail Ditch Driver factor 1 Following too close Speed No improper driving Failure to stay in lane Driver factor 2 Seat Belt Used? Yes Yes Yes Yes Yes Yes Injury Status Non-incapacitating Possible No injury No injury No injury Non-incapacitating Medical EMS-Hospital EMS-Hospital No Veh. 2 rear-ends veh.1 who then spins Slid off road due to snow. Driving too fast Veh. Slid due to snow. Driver struck deer in road. Driver fell asleep at wheel. Operator fell asleep, veered into median. Circumstances out to right and for conditions. overturns Conclusions Driver error Driver error/weather Weather Environmental Driver error Driver error Guardrail may have Deer Guardrail may have Fatigue prevented injury prevented injury Possible remedy Guardrail? Guardrail/Plowing/sand? Plowing/sanding? Deer xings? Page 19

WB Report # WB 7 WB 8 WB 9 WB 10 WB 11 WB 12 Location W of MM 8.7 W of MM 8.5 1/2 mi. E of Exit 3 W of Exit 3 ramp W of Exit 3 W of Exit 3 Date 03/12/05 08/04/03 10/15/04 11/13/04 12/25/04 11/06/05 Age of Driver 39 20/60 18 27 82/24 21/46 Time 8:35 AM 5:55 AM 10:20 PM 2:40 AM 10:16 AM 3:49 PM Direction of travel WB WB WB WB WB WB # of Vehicles 1 2 1 1 2 2 Light Cond Daylight Daylight Dark - Road not lit Dark - Road not lit Daylight Daylight Weather Snow Cloudy Rain Snow Clear Clear Road Surface Snow Dry Wet Snow Dry Dry Manner of Coll. Single vehicle Sideswipe-same dir. Single vehicle Single vehicle Sideswipe-same dir. Single vehicle 1st Harmful location Roadway Roadway Roadside Median Roadway Roadway 1st Harmful Event Guardrail Motor vehicle in traffic Guardrail Tree Motor vehicle in traffic Tree Veh. Prior to coll. Straight Changing lanes Straight Straight Straight Straight Sequence of events 1 Guardrail Guardrail ROR left ROR left Sequence of events 2 Tree Embankment Sequence of events 3 Tree Sequence of events 4 Most harmful event Guardrail Tree Tree Driver factor 1 No improper driving Unsafe lane change Speed No improper driving Speed Driver factor 2 Vehicular homicide Fail to use care stopping Seat Belt Used? No Yes Yes Yes Yes Yes Injury Status Incapacitating Fatal Non-incapacitating Possible No injury No injury Medical EMS-Hospital EMS-Hospital EMS-Hospital Lost control due to snow Circumstances Unlicensed driver made unsafe lane change, striking adjacent veh. Causing it to hit guardrail & rollover. Skids into guardrail on right, spins left into median. Operating too fast for conditions, slides off road into median on left. Veh. slowing as entering breakdown lane, struck by following veh. Speeding motorist sees police & abruptly slows causing other veh. to swerve, loose control, enter median & hit tree. Conclusions Weather Driver error Weather Weather Driver error Driver error Guardrail may have prevented more serious injury. Innattention Speed Possible remedy Plowing/sanding? Guardrail/Plowing/sand? Page 20

WB Report # WB 13 WB 14 WB 15 WB 16 WB 17 WB 18 Location W of Exit 3 W of MM 7.3 MM 6.5 MM 6.5 E of MM 6.2 E of MM 5.3 Date 02/22/05 09/30/04 01/28/04 06/03/05 03/06/05 01/18/04 Age of Driver 39 71 35 18 28 35 Time 5:35 PM 10:34 AM 9:35 AM 6:05 PM 5:54 PM 8:15 AM Direction of travel WB WB WB WB WB WB # of Vehicles 1 1 1 1 1 1 Light Cond Daylight Daylight Daylight Daylight Dark - Road not lit Dark - Road not lit Weather Clear Clear Snow Clear Clear Cloudy Road Surface Dry Dry Snow Dry Dry Dry Manner of Coll. Single vehicle Single vehicle Single vehicle Single vehicle Single vehicle Single vehicle 1st Harmful location Roadside Roadway Roadway Off road Roadside Roadway 1st Harmful Event Other-non collision Guardrail Guardrail Ditch Ditch Tree Veh. Prior to coll. Straight Straight Straight Changing lanes Straight Straight Sequence of events 1 ROR left Guardrail Guardrail ROR right ROR left ROR left Sequence of events 2 Struck small trees Ditch ROR right Tree Sequence of events 3 Overturn Overturned Overturned Sequence of events 4 Tree Most harmful event Trees Guardrail Guardrail Overturned Overturned Tree Driver factor 1 Reckless driving Failure to stay in lane Failure to stay in lane Speed Speed Failure to stay in lane Driver factor 2 Unsafe lane change Failure to stay in lane Seat Belt Used? Yes Yes Yes No Yes Yes Injury Status Non-incapacitating No injury No injury Incapacitating Non-incapacitating No injury Medical EMS-Hospital EMS-Hospital EMS-Hospital Driver fell asleep due Motorist lost control. to medication taken prior to driving. Circumstances Lost control on slippery pvmt. When other veh. merged in front. Lost control upon passing other vehicle. Overturned as front end digs into soil. One injury is life threatenting. Lost control due to speeding, swerves left, then right, & rolls over several times. Conclusions Driver error Driver error Driver error/weather Driver error Driver error Fatigue Guardrail may have prevented injury Guardrail may have prevented injury Speed Seat belt likely prevented more serious injury. Driver claims lost control due to ice. He was not injured & left the scene, & notifies police 5 days later. Possible DUI Possible remedy Plowing/sanding? Guardrail? Guardrail? Page 21

WB Report # WB 19 WB 20 WB 21 WB 22 WB 23 WB 24 Location W of MM 5.3 E of MM 4.8 W of MM 4.5 W of MM 4.4 1/2 mi E of Exit 2 Exit 2 off-ramp Date 01/06/05 01/06/05 12/09/05 04/13/05 11/19/05 09/07/05 Age of Driver 54/24 45/24 35 19 32 29 Time 3:50 AM 10:30 AM 10:00 AM 3:45 PM 9:55 PM 9:15 PM Direction of travel WB WB WB WB WB WB # of Vehicles 2 2 1 1 1 1 Light Cond Dark - Road not lit Daylight Daylight Daylight Dark - Road not lit Dark - Road not lit Weather Snow Cloudy Cloudy Clear Clear Clear Road Surface Snow Snow Ice Dry Dry Dry Manner of Coll. Angle Angle Single vehicle Single vehicle Single vehicle Single vehicle 1st Harmful location Roadway Roadway Roadway Breakdown lane Roadway Off-ramp 1st Harmful Event Motor vehicle In traffic Motor vehicle In traffic Other-non collision Guardrail Motor vehicle In traffic Tree Veh. Prior to coll. Straight Passing Straight Straight Straight Straight Sequence of events 1 Guardrail Other-non collision Guardrail Deer ROR left Sequence of events 2 Guardrail ROR right Sequence of events 3 Tree Sequence of events 4 Most harmful event Guardrail Guardrail Guardrail Deer Tree Driver factor 1 Speed Failure to stay in lane Failure to stay in lane Speed Driver factor 2 Seat Belt Used? Yes Yes Yes Yes Yes Yes Injury Status No injury No injury No injury No injury No injury Fatal Medical Circumstances Slid off road due to snow. Driving too fast for conditions. While passing, lost control, struck adjacent veh. Spun out on ice, into guardrail. Spun out and struck guardrail on right. Struck deer in road Lost control, ROR, collided with several trees. Conclusions Driver error/weather Driver error/weather Weather Driver error Other Guardrail may have Guardrail may have Guardrail may have Deer prevented injury prevented injury prevented injury Possible remedy Plowing/sanding? Plowing/sanding? Sanding? Guardrail? Page 22

EB Report # EB 1 EB 2 EB 3 EB 4 EB 5 EB 6 Location E of Exit 2 E of Exit 2 75' E of Exit 2 150' E of MM 4.5 Exit 2 E of Exit 2 1/2 mi. E of Exit 2 Date 01/15/04 11/09/05 12/10/05 05/02/05 11/12/05 06/03/04 Age of Driver 60 37 48 57 39 17 Time 12:19 AM 1:40 PM 8:15 PM 2:10 PM 6:40 PM 10;14 Direction of travel EB EB EB EB EB EB # of Vehicles 2 1 1 1 1 1 Light Cond Dark - Road not lit Daylight Dark - Road not lit Daylight Dark - Road not lit Daylight Weather Clear Clear Clear Clear Clear Clear Road Surface Dry Dry Dry Dry Dry Dry Manner of Coll. Rear-end Single vehicle Single vehicle Single vehicle Single vehicle Single vehicle 1st Harmful location Roadway Roadway Roadway Median Off-ramp Roadway 1st Harmful Event Motor vehicle In traffic Ditch Guardrail Tree Light pole Guardrail Veh. Prior to coll. Straight Straight Straight Changing lanes Straight Straight Sequence of events 1 Ditch ROR right ROR left Light pole Guardrail - right side Sequence of events 2 Guardrail Tree Sequence of events 3 Sequence of events 4 Most harmful event Other vehicle Overturned Guardrail Tree HFO Guardrail Driver factor 1 Speed Overcorrect steering Failure to stay in lane Dui Speed Driver factor 2 Reckless Seat Belt Used? Yes Yes Yes Yes Yes Yes Injury Status Non-incapacitating Incapacitating No injury Non-incapacitating No injury No injury Medical EMS-Hospital EMS-Hospital No EMS-Hospital No No Circumstances Veh 2 (70 MPH) rear-ended Veh 1 (40 MPH) in right lane Lost control, spun out into ditch and overturned. Lost control, hit guardrail. Forced into median while passing veh. In center lane. Driver hit sign post, continued on, & arrested in Dartmouth. Driver states blown tire caused loss of control, striking guardrail. Conclusions Driver error Driver error Driver error Driver error Driver error Driver error / Vehicle Guardrail may have prevented injury. Other motorist error DUI Possible blowout due to striking guardrail? Guardrail may have prevented injury. Possible remedy Guardrail? Enforcement? Page 23

EB Report # EB 7 EB 8 EB 9 EB 10 EB 11 EB 12 Location MM 4.8 E of MM 5.8 Near Swansea rest area E of MM 6.0/Exit 3 MM 6.7 100' W of MM 7.3 Date 06/24/05 07/09/05 01/31/05 08/14/05 08/19/05 01/18/04 Age of Driver 27 27 53 31/22 29 20 Time 12:20 PM 2:30 AM 10:30 PM 3:04 AM 1:40 PM 10:10 AM Direction of travel EB EB EB EB EB EB # of Vehicles 1 2 1 2 1 1 Light Cond Daylight Dark - Road not lit Dark - Road not lit Dark - Road not lit Daylight Daylight Weather Clear Rain Clear Clear Clear Snow Road Surface Dry Wet Dry Dry Dry Wet Manner of Coll. Single vehicle Single vehicle Single vehicle Single vehicle 1st Harmful location Roadway Roadway Roadside Roadway Roadway Roadway 1st Harmful Event Overturn Motor vehicle In traffic Tree Motor vehicle In traffic Overturn Tree Veh. Prior to coll. Straight Straight Straight Straight Passing Straight Sequence of events 1 Lost control right Guardrail ROR left ROR left Tree Sequence of events 2 Overturned Struck small trees Overturn Sequence of events 3 Sequence of events 4 Most harmful event Overturned Guardrail Trees Other vehicle Overturned Tree Driver factor 1 Reckless Failure to stay in lane DUI Failure to stay in lane Speed Speed Driver factor 2 Failure to stay in lane Seat Belt Used? No Yes Yes No No Yes Injury Status Possible No injury Non-incapacitating Incapacitating Incapacitating Non-incapacitating Medical EMS-Hospital No EMS-Hospital EMS-Hospital EMS-Hospital Circumstances Lost control right due to passenger "interaction" with driver. Veh. hydroplaned & struck veh in next lane. DUI-arrested Veh. in middle lane lost control & sideswipped veh. in left lane. Veh. 1 overturned in median. Lost control while being pursued by police for speeding. Lost control on wet/snow pvmt., spun out into median & struck a tree. Conclusions Driver error Weather Driver error Driver error Driver error Driver error/weather Driver not paying Guardrail may have DUI Speed, police chase. Too fast for conditions attention. prevented injury. Possible remedy Guardrail? Enforcement? Guardrail? Enforcement? Enforcement? Page 24

EB Report # EB 13 EB 14 EB15 EB16 EB 17 EB 18 Location 50' W of MM 7.3 W of Maple AvOvps Exit 3 on-ramp to 195E Exit 3 MM 7.7 E of Exit 3 E of Exit 3 Date 01/18/04 10/17/05 01/29/05 10/01/05 01/15/04 01/01/05 Age of Driver 31 56 32 22 29 33 Time 2:05 PM 2:23 PM 10:15 PM 3:29 PM 10:15 AM 7:00 AM Direction of travel EB EB EB EB EB # of Vehicles 1 1 2 1 1 Light Cond Daylight Daylight Dark - Road not lit Daylight Daylight Daylight Weather Snow Clear Cloudy Clear Clear Clear Road Surface Wet Dry Wet Dry Wet Dry Manner of Coll. Single vehicle Single vehicle Single vehicle Single vehicle Single vehicle Single vehicle 1st Harmful location Roadway Median Shoulder Roadside Median Roadway 1st Harmful Event Tree Overturn Embankment Tree Tree Ditch Veh. Prior to coll. Straight Straight Straight Straight Straight Straight Sequence of events 1 Tree ROR left ROR left Curb ROR left ROR right side Sequence of events 2 Overturn Struck snow bank Overturn Tree Ditch Sequence of events 3 Overturned Tree Overturned Sequence of events 4 2nd veh sideswiped Most harmful event Tree Overturned Overturned Overturned Tree Overturned Driver factor 1 Speed Failure to stay in lane Failure to stay in lane Overcorrect steering Glare Speed Driver factor 2 Inattention No citations Seat Belt Used? Yes No Yes Yes No Unknown Injury Status Non-incapacitating Non-incapacitating Non-incapacitating Non-incapacitating Non-incapacitating Incapacitating Medical EMS-Hospital EMS-Hospital EMS-Hospital EMS-Hospital EMS-Hospital Med flight to hospital Circumstances Lost control on wet/snow pvmt., spun out into median & struck a tree. Lost control, overturned in median. Veh 1 hit snow bank & overturned. A 2nd veh. collided with 1st veh. after rollover Swerve to avoid debris in road, hit curb at exit 3, overturned into tree line. Glare from sun reflecting off wet pvmt. & salt on windshield obscurred visibility. Veered left into median & struck tree. Speed exceeding 100 MPH. Injury could have resulted in death. Conclusions Driver error/weather Driver error Driver error Other Environmental error Driver error Too fast for Debris in road Possible fatal conditions Possible remedy Enforcement? Guardrail? Guardrail? Guardrail/Enforcement? Page 25

EB Report # EB19 EB20 Location 30' E of MM 8.3 W of MM 8.8 Date 03/29/03 12/04/05 Age of Driver 89 30 Time 2:10 PM 11:24 AM Direction of travel EB EB # of Vehicles 1 1 Light Cond Daylight Daylight Weather Clear Rain Road Surface Dry Slush Manner of Coll. Single vehicle Single vehicle 1st Harmful location Shoulder Roadside 1st Harmful Event Motor vehicle In traffic Guardrail Veh. Prior to coll. Straight Changing lanes Sequence of events 1 ROR right side Hit guardrail Sequence of events 2 Hit guardrail right side Sequence of events 3 ROR left side Sequence of events 4 Overturned left side Most harmful event Overturned Guardrail Driver factor 1 Overcorrect steering Speed Driver factor 2 Seat Belt Used? No No Injury Status Fatal Non-incapacitating Medical EMS-Hospital No Circumstances Applied brakes due to slow-down ahead. Oversteared, lost control, hit guardrail on right, crossed over to left, tires dug in, veh, overturned. Driving too fast for road conditions (slush). Conclusions Driver error Driver error Overcorrected steering, Speed? Guardrail may have prevented more serious injury. Possible remedy Guardrail on left? Page 26

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GEOMETRIC DESIGN Interstate 195, Swansea Issue Comment A. Speed (Design Speed; Speed Limit & Zoning; Sight Distance; Overtaking Are there speed-related issues along the corridor? Please consider the following elements: Horizontal and vertical alignment; Posted and advisory speeds Driver compliance with speed limits Approximate sight distance Safety passing opportunities B. Road alignment and cross section With respect to the roadway alignment and crosssection please consider the appropriateness of the following elements: Functional class (Urban Principal Arterial) Delineation of alignment; Widths (lanes, shoulders, medians); Sight distance for access points; Cross-slopes Curbs and gutters Drainage features C. Intersections For intersections along the corridor please consider all potential safety issues. Some specific considerations should include the following: Intersections fit alignment (i.e. curvature) Traffic control devices alert motorists as necessary Sight distance and sight lines seem appropriate Vehicles can safely slow/stop for turns Conflict point management Adequate spacing for various vehicle types Capacity problems that result in safety problems D. Auxiliary lanes Do auxiliary lanes appear to be adequate? Could the taper locations and alignments be causing safety deficiencies? Are should widths at merges causing safety deficiencies? Page 29

E. Clear zones and crash barriers For the roadside the major considerations are clear zone issues and crash barriers. Consider the following: Do there appear to be clear zones issues? Are hazards located too close the road? Are side slopes acceptable? Are suitable crash barriers (i.e, guard rails, curbs, etc.) appropriate for minimizing crash severity? Barrier features: end treatments, visibility, etc. F. Bridges and culverts (if necessary) Are there specific issues related to bridges and culverts that may result in safety concerns? G. Pavement (Defects, Skid Resistance, and Flooding) Is the pavement free of defects including excessive roughness or rutting, potholes, loose material, edge drop-offs, etc.) that could result in safety problems (for example, loss of steering control)? Does the pavement appear to have adequate skid resistance, particularly on curves, step grades and approaches to intersections? Is the pavement free of areas where flooding or sheet flow of water could contribute to safety problems? In general, is the pavement quality sufficient for safe travel of heavy and oversized vehicles? H. Lighting (Lighting and Glare) It is important to consider to the impacts of lighting. Some specifics include the following: Is lighting required and, if so, has it been adequately provided? Are there glare issues resulting from headlights during night time operations or from sunlight? Page 30

TRAFFIC CONTROL DEVICES Issue Comment I. Signs Signage is a critical element in providing a safe roadway environment. Please consider the following: Are all current signs visible? Are they conspicuous and clear? Are the correct signs used for each situation? Are signs visible (consider both night and day)? Does the retroreflectivity or illumination appear satisfactory? Are there any concerns regarding sign supports? J. Traffic signals Although the focus of this RSA are lane departures, this does present an opportunity for us to consider any traffic signals. Specifically: If present, do the traffic signals appear to be designed, installed, and operating correctly? Is the controller located in a safe position? (where it is unlikely to be hit, but maintenance access is safe) Is there adequate sight distance to the ends of possible vehicle queues? K. Marking and delineation Is the line marking and delineation: appropriate for the function of the road? consistent along the route? likely to be effective under all expected conditions? (day, night, wet, dry, fog, rising and setting sun, oncoming headlights, etc.) Are centerlines, edgelines, and lane lines provided? If not, do drivers have adequate guidance? Page 31

ROADWAY ACTIVITY Issue With respect to roadway activity please consider safety elements related to the following: Pedestrians Bicycles Public transportation vehicles and riders Emergency vehicles Commercial vehicles Slow moving vehicles Comment ENVIRONMENTAL CONSIDERATIONS Issue Comment Weather & Animals From an environmental perspective it is important to consider any potential impacts. Most notably is likely to be the impacts of weather or animals, including: Possible effects of rain, fog, snow, ice, wind on design features. Has snow fall accumulation been considered in the design (storage, sight distance around snowbanks, etc.)? Are there any known animal travel/migration routes in surrounding areas which could affect design? Page 32