CROSS MEDIAN - ROAD SAFETY AUDIT

CROSS MEDIAN - ROAD SAFETY AUDIT Route 140 New Bedford/Freetown/Lakeville November 20, 2009 Prepared For: MassDOT Highway Division Prepared By: BETA Group, Inc.

Table of Contents Introduction...1 RSA Process...3 Background...6 Audit Observations...8 Potential Safety Enhancements...10 Recommendations...14 Summary of Road Safety Audit...17 List of Appendices Appendix A. Appendix B. Appendix C. Appendix D. RSA Meeting Agenda RSA Prompt List RSA Audit Team Contact List Detailed Crash Data List of Figures Figure 1. Locus Map... 2 List of Tables Table 1. Participating Audit Team Members... 3 Table 2. Frequency Rating... 4 Table 3. Severity Rating... 5 Table 4. Crash Risk Assessment... 5 Table 5. Summary of Factors that Potentially Affect the Risk of Safety Related Events... 8 Table 6. Criteria For Barrier Selection... 13 Table 7. Comparison Costs... 14 Table 8. Estimated Time Frame and Costs Breakdown... 14 Table 9. Potential Safety Enhancement Summary... 18

Introduction 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. The Highway Division of the Massachusetts Department of Transportation (MassDOT) has embraced the RSA program as a low cost opportunity to make significant safety improvements at any number of stages, ranging from project development to existing operation. The RSA program in Massachusetts was implemented in accordance with the Commonwealth s role as a Lead State in preventing lane departure crashes. The MassDOT Highway Division conducted a study of lane departure crashes in 2006, using data from 2002-2004. This study found that as crash severity increases, so does the percentage of crashes that are lane departures. This trend has continued in subsequent years. Lane departure crashes account for 18% of all crashes in the Commonwealth. However, nearly one quarter of all Massachusetts crashes involving injury are lane departure crashes and over 46% of all fatal crashes in Massachusetts are lane departure crashes. Additionally, Massachusetts has recently experienced a spate of cross-median crashes (whereby a vehicle crosses the median and ends up in an opposing lane or strikes another vehicle head-on). This type of lane departure crash has the potential for catastrophic outcomes. In 2007, the MassDOT Highway Division began an RSA program to study roadways in which fatal and incapacitating injury cross-median crashes have occurred. As a result of these RSAs, the need for median treatments at each of the locations will be prioritized. A cross-median RSA was conducted for the section of Route 140 from just south of County Road (Exit 9) to just south of Kings Highway (Exit 4). The study section, shown in Figure 1, is approximately nine miles long. The study area is the portion of Route 140 with little existing median barrier. The purpose of this RSA was to identify current conditions of the study area that could affect safety, and to develop both short and long-term solutions to address the safety issues. Recommendations contained in this report are a summary of the recommendations of the RSA team and do not necessarily reflect the official views of MassDOT. Page 1

CUSHMAN ROAD ³ HOWLAND ROAD LAKEVILLE COUNTY ROAD LAKESIDE AVENUE BEDFORD STREET MIDDLEBOROUGH SLAB BRIDGE ROAD MIDDLEBORO ROAD BRALEY HILL ROAD ROCHESTER FREETOWN CHACE ROAD COUNTY ROAD PROJECT LOCATION 140 MAIN STREET CHIPAWAY ROAD PECKHAM ROAD ROBINSON ROAD BRALEY ROAD FALL RIVER NEW BEDFORD ACUSHNET PERRY HILL ROAD FAUNCE CORNER ROAD NEW PLAINVILLE ROAD ASHLEY BOULEVARD KINGS HIGHWAY BELLEVILLE AVENUE DARTMOUTH 18 ALDEN ROAD 195 HATHAWAY ROAD SHAWMUT AVENUE MAIN STREET ADAMS STREET 195 FAIRHAVEN STATE ROAD 0 4,000 8,000 Feet tu 6 TUCKER ROAD SLOCUM ROAD MT PLEASANT STREET PURCHASE STREET UNION STREET GREEN STREET ROCKDALE AVENUE 315 Norwood Park South Norwood, MA 02062 781.255.1982 BETA@BETA-inc.com Route 140 CROSS MEDIAN ROAD SAFETY AUDIT LAKEVILLE/FREETOWN/NEW BEDFORD Figure 1 Location Map

RSA Process Road Safety Audits are a formal safety performance examination on existing or future roadways by an independent audit team. During the audit, the RSA team works to identify opportunities for improving the safety of the roadway and to recommend specific improvements intended to reduce cross-median crashes and improve the overall safety along the roadway. A Cross Median Road Safety Audit for Route 140 from south of County Road (Exit 9) to Kings Highway (Exit 4) was held on October 28, 2009 at the MassDOT Highway Division District 5 office. As indicated in Table 1, the audit team consisted of representatives from Federal, State and Regional agencies and included a cross-section of engineering, planning, and emergency response expertise. Table 1. Participating Audit Team Members Audit Team Member Bonnie Polin Lisa Schletzbaum Jim Hadfield Jackie Schmidt Tim White Erica Grygorcewicz Agency/Affiliation MassDOT Highway Division Safety Section MassDOT Highway Division Safety Section SRPEDD SRPEDD Federal Highway Administration MassDOT Highway Division Highway Design Bill Travers MassDOT Highway Division District 5 Robert Gregory MassDOT Highway Division District 5 Daniel Mulkern Kenneth Hudson Greg Lucas John Mirabito Mass. State Police Mass. State Police BETA Group BETA Group At the meeting, MassDOT provided a brief overview of the RSA purpose and the audit process, followed by a review of the roadway characteristics and a brief summary of geometry, traffic volume and crash data presented to the audit participants. The audit participants then viewed a video record of the corridor in each direction. During and following the video, audit participants noted potential safety issues along the corridor that may contribute to cross-median crashes, followed by a discussion of possible solutions to mitigate or prevent similar crashes in the future. Key items noted by audit participants included the following: The narrow left shoulder provides little room for recovery of a vehicle. The elevation of the northbound roadway is higher than the southbound roadway. The subsequent median slope is less likely to contain an errant northbound vehicle, which may lead to more northbound cross-median crashes. The crash summary included in the Appendix supports this theory. The curvature of the roadway in several locations may also be a factor in conjunction with the grade separation. Page 3

State police enforcement is limited due to limited funding for staff, which may lead to increased speeds along the corridor. There are drainage issues in the vicinity of Exit 6 southbound that lead to ponding on the roadway. The northbound off-ramp at Kings Highway (Exit 4) backs up onto the highway at peak hours due to capacity problems along Kings Highway. The northbound off-ramp at Braley Road (Exit 7) has a longer than typical deceleration lane, which should be delineated by dotted lane markings. Driver fatigue may be enhanced by the relative darkness of the roadway corridor. Deer crossings are common along Route 140. Issues identified by audit participants were evaluated using the guidelines of the Federal Highway Administration (FHWA). The relative seriousness and potential risk relative to crash frequency and severity were determined. These guidelines as outlined by FHWA are shown in Tables 2 and 3. Table 2. Frequency Rating Estimated Exposure Probability High Medium High Medium Low High Low Medium Low High High Medium Medium High Low Medium Low Low Expected Crash Frequency (Per RSA Item) Frequency Rating 5 or more crashes per year Frequent 1 to 4 crashes per year Occasional Less than 1 crash, but more than 1 crash every 5 years Less than 1 crash every 5 years Infrequent Rare Page 4

Table 3. Severity Rating Typical Crashes Expected (Per RSA 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 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 The relative risk of a particular audit item is rated by taking into account both frequency and severity. The risk ratings are shown in Table 4. These ratings were used to evaluate each safety issue identified by the audit team. Table 4. 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 Page 5

Background A review of available background information was supplemented with field reconnaissance, a video record of the corridor, and a basic evaluation of the existing conditions along the Route 140 corridor. The portion of Route 140 included in the audit extends from just south of County Road (Exit 9) in Lakeville to south of Kings Highway (Exit 6) in New Bedford, a total length of approximately nine miles. The specific focus of the cross-median RSA was the area with little existing median barrier. The audit included both the northbound and southbound roadways. Route 140 is a freeway from its intersection with Route 24 in Taunton to its terminus at Route 6 in New Bedford, a total length of 19 miles. This freeway section serves as the only freeway connection to the city of New Bedford from points north. A MassDOT permanent counting station located on Route 140 in Freetown north of the New Bedford city line recorded 30,600 vehicles per day (vpd) in 2007. A review of historical data at this counting station shows that traffic volumes have decreased slightly over the past five years. A field audit was conducted in advance of the RSA meeting to document existing conditions and to create a video recording of the corridor. The RSA Prompt List developed for cross-median RSA s was used as a guideline. The Prompt List is included in the Appendix. The following existing conditions were noted during the field audit: The study area has two lanes in each direction, with a narrow left shoulder and a 10 foot right shoulder. Pavement is generally in good condition. Rumble strips exist in both the left and right shoulder. Location of right shoulder rumble strips vary between the left edge and the center of the shoulder. Acceleration and deceleration lanes appear to be of adequate length, although markings could be improved for guidance. The median width varies from approximately 80 feet at the northern end of the study area to 40 feet from Ashley Blvd (Exit 6) southward. The median is generally a depressed median, graded downward towards a center grass swale. Grades in the median are steeper in the area between Chace Road (Exit 8) and County Road (Exit 9). The median is wooded in the vicinity of Ashley Boulevard (Exit 6). A grade separation exists south of County Road (Exit 9), with the elevation of the northbound roadway being higher than the southbound roadway. Signage is in good condition. Guide signs appear to have been replaced within the last few years and provide adequate advance warning for all interchanges. Page 6

The roadway is not lighted. Roadway and lane delineation is enhanced by in-pavement reflectors along the center lane line and yellow delineator posts along the median, although some delineator posts are damaged or missing. Route 140 Northbound South of County Road (Exit 9) Crash data was provided by the MassDOT Highway Division and are included in the Appendix. Crash data were compiled from January 2005 to October 2009, and includes all crashes reported by Massachusetts State Police, with narrative, involving a cross-median crash. The data show 16 crossmedian crashes over the period, or approximately 3.4 cross-median crashes per year. Twelve crashes (75%) resulted in personal injuries or fatalities. There were two fatalities as a result of cross-median crashes. Nine crashes occurred under dawn, dusk or dark conditions. Two of the 16 crashes were the result of wet, snowy or icy road conditions. Eleven crashes (69%) occurred in the northbound direction. There were 127 median crashes reported by Massachusetts State Police over the same time period. The crash summary included in the Appendix details the reason for running off the road and the contributing cause of the crash. It is generally acknowledged that drivers may leave the roadway as the result of one of the following four reasons: Driver Error Collision Avoidance Page 7

Roadway Condition Vehicle Component Failure There was no single reason that stood out amongst the contributing causes identified for cross-median crashes on Route 140. High speeds or aggressive driving was cited in three of the 16 crashes. In addition to the 16 cross-median crashes and 127 median crashes, the data show nine crashes involving tree strikes in the median and 52 crashes involving a vehicle striking the median barrier. As expected, the nine crashes involving tree strikes are clustered around Ashley Avenue (Exit 6), where the median is wooded. The 52 crashes involving a vehicle striking the median barrier are clustered at interchanges along the entire corridor and then also along the roadway south of Kings Highway (Exit 4) where there is continuous guardrail in the median. There were 46 deer related crashes reported that involved a vehicle entering the median. Audit Observations Following a brief introduction to the RSA process and a summary of traffic volume and crash information, the audit participants were asked to discuss issues that may affect safety and contribute to median and cross-median crashes along Route 140 in Lakeville, Freetown and New Bedford. Safety issues identified by audit participants are summarized in the following table, and have been assigned a risk rating based on the criteria outlined in Table 4. Table 5. Summary of Factors that Potentially Affect the Risk of Safety Related Events Open, crossable median Narrow left shoulder Factor or Issue Grade separation between northbound and southbound roadways Speeding and driver behavior, limited enforcement Drainage issues near Exit 6 southbound Queuing on Exit 4 northbound off-ramp Markings for deceleration lane at Braley Road (Exit 7) northbound offramp Dark, unlit roadway Deer crossings Risk Rating E E E D D C D E E Further discussion of each factor that potentially affects safety is as follows: Open, crossable median This risk factor was assigned a risk rating of E. The 16 reported crossmedian crashes vary in cause and severity, but could all potentially be prevented or reduced in severity with a safety improvement that mitigates this issue. Page 8

Narrow left shoulder Both the northbound and southbound roadways feature a narrow left (inside) shoulder. The 2006 Project and Development Design Guide states that 4 foot left side shoulders should be provided for a freeway cross section, and that 8 foot shoulders are desirable. A wider shoulder would provide a greater chance of recovery within the paved area. A risk rating of E was assigned to this issue. Grade separation between northbound and southbound roadways This issue was assigned a risk rating of E. Eleven crashes or 69% of cross-median crashes occurred in the northbound direction, and both cross-median fatalities involved a northbound vehicle either rolling over or becoming airborne across the median before coming to rest in the southbound lanes. The higher elevation of the northbound lanes makes it less likely for the median slope to capture an errant vehicle before it crosses the median. Speeding and driver behavior, selective enforcement Speeding or driver behavior was cited as a cause of three of the 16 cross-median crashes. Massachusetts State Police personnel present at the audit stated that manpower limits the amount of additional selective enforcement that can be done on Route 140, specifically at night. A risk rating of D was assigned to this issue. Drainage issues near Exit 6 southbound Exit 6 is a left exit that provides access to Route 18, which provides direct access to downtown New Bedford. Audit participants suggested that a flat spot exists at this off-ramp which creates drainage issues in heavy rain. The median in this area is wooded, which prevents cross median crashes but may increase the severity of median crashes. One of the nine tree strike crashes was a fatal crash that occurred near the Exit 6 southbound off-ramp. A risk rating of D was assigned to this issue, although it is unknown if drainage issues contributed to the fatal crash. Queuing on Exit 4 northbound off-ramp The northbound off-ramp to Kings Highway (Exit 4) forms a T-type signalized intersection with Kings Highway. It was noted by audit participants that Kings Highway suffers from capacity deficiencies at peak hours, and that it often takes multiple cycles of the traffic signal for vehicles to clear the intersection from the off-ramp. This can create a queue onto Route 140, which may cause crashes. A risk rating of C was assigned to this issue. Markings for deceleration lane at Braley Road (Exit 7) northbound off-ramp Generally, acceleration and deceleration lanes along Route 140 appear adequate for the roadway. The northbound off-ramp at Braley Road (Exit 7) has an extended deceleration lane that runs parallel to the travel lanes to accommodate truck traffic generated by adjacent industrial land use. The lack of markings delineating this lane could create confusion for drivers and may lead to sideswipe crashes. A risk rating of D was assigned to this issue. Dark, unlit roadway This issue was assigned a risk rating of E. Nine of the 16 crashes occurred during dawn, dusk or dark conditions, indicating that darkness may contribute to cross-median crashes along Route 140 and that improvements may be necessary in roadway delineation. Deer crossings This issue was assigned a risk factor of E. One of the 16 cross-median crashes and 46 of the 127 median crashes were attributed to a deer strike. Massachusetts State Police personnel Page 9

present at the audit confirmed that deer strikes are a common occurrence along this stretch of Route 140. Potential Safety Enhancements After discussing safety issues that may contribute to median and cross-median crashes, audit participants suggested both short and long term improvements for each issue. Suggested improvements are intended to reduce the frequency and severity of crashes along the Route 140 corridor. Given that the audit focused on cross-median crashes, median barriers were first considered. Guidelines for the use of median barrier have evolved over time. Typically, median barriers were not used on medians wider than 30 feet. However, in recent years several states have noticed an increase in the number of cross-median crashes. As previously stated, Massachusetts is a Lead State in preventing lane departure crashes. A median barrier can be considered when the consequences or severity of a crash without a barrier are worse than if the barrier were in place. The installation of a median barrier along Route 140 would help prevent cross-median crashes by providing a physical barrier for an errant vehicle. Therefore, median barrier should be considered along Route 140. MassDOT s 2006 Project Development and Design Guide outlines median barrier warrants based on guidelines presented in the American Association of State Highway and Transportation Officials (AASHTO) Roadside Design Guide, 2006 Chapter 6 Update. Page 10

For locations with median widths equal to or greater than 50 ft, a barrier is not normally considered expect in special circumstances such as a location with a significant history of cross-median crashes. (Source: 2006 AASHTO Roadside Design Guide, Chapter 6 Update) Route 140 between County Road (Exit 9) and Ashley Boulevard (Exit 6) has a median width of approximately 80 feet and an ADT of 30,600 vpd, which falls to the right of the Barrier Optional area of the above table. The Roadside Design Guide notes that a barrier is not normally considered except in special circumstances such as a location with a significant history of cross-median crashes. Route 140 between Ashley Boulevard (Exit 6) and Kings Highway (Exit 4) has a median width of approximately 40 feet and an ADT of 30,600 vpd, which falls in the Barrier Considered area in the table. Given these criteria, a median barrier should be considered for the portion of Route 140 between Ashley Boulevard (Exit 6) and Kings Highway (Exit 4). Additionally, the history of cross median crashes north of Ashley Boulevard (Exit 6), including a fatal crash, as well as the discussion and recommendations of the audit participants suggest that a median barrier should be considered for the entirety of Route 140 between County Road (Exit 9) and Kings Highway (Exit 4). The next step in the consideration of median barrier is to determine what type of barrier should be installed. MassDOT s 2006 Project Development and Design Guide recommends one of the following three types of median barrier systems: Page 11

Blocked-Out Thrie-Beam guardrail o Thrie beam must be used for median guard rail on highway facilities with design speeds over 40 MPH. Concrete Median Barrier Double-Faced o This barrier is reinforced concrete in which the sloped shape of the face is designed to minimize occupant injury, redirection into traffic, and the possibility of rollover. Two types, the F-shape and Jersey shape are used for barrier systems. The F-shape is preferred because it better redirects passenger vehicles. Cable systems o At the time of publication of the 2006 Project Development and Design Guide, MassHighway did not typically use cable systems due to the maintenance and safety considerations associated with them. Since that time, cable barriers have become more prominent across the country as states investigate low cost solutions to lane departure and cross-median crashes. AASHTO s Roadside Design Guide suggests a number of criteria that should be evaluated when selecting a barrier type. These criteria are outlined in Table 6. Page 12

Table 6. Criteria For Barrier Selection Criteria 1. Performance Capability 2. Deflection 3. Site Conditions 4. Compatibility 5. Cost 6. Maintenance A. Routine B. Crash C. Material Storage D. Simplicity 7. Aesthetics Comments Barrier must be structurally able to contain and redirect design vehicle. Expected deflection of barrier should not exceed available deflection distance. Slope approaching the barrier and distance from traveled way may preclude use of some barrier types. Barrier must be compatible with planned end anchor and capable of transitioning to other barrier systems (such as bridge railings). Initial costs and future costs may weigh heavily in the barrier selection process Few systems require a significant amount of routine maintenance. Generally, flexible or semi-rigid systems require significantly more maintenance after a collision than rigid or high-performance railings. The fewer different systems used, the fewer inventory items/storage space required. Simpler designs, besides costing less, are more likely to be reconstructed properly by field personnel. Occasionally, it is important that barrier systems be crashworthy as well as visually acceptable. The performance and maintenance requirements of existing systems should be monitored to identify 8. Field Experience problems that could be lessened or eliminated by using a different barrier type. Source: AASHTO Roadside Design Guide, 3 rd Edition 2006. Given the criteria set forth by the AASHTO Roadside Design Guide and MassDOT design standards, the barrier systems under consideration were evaluated for potential applicability along Route 140. Concrete barrier is typically used in narrow medians and/or in urban areas, and therefore should not be considered for installation along Route 140 given its wide median and rural characteristics. Cable barrier and thriebeam guard rail were then considered from both maintenance and cost perspective. Maintenance Maintenance issues that are of consideration when selecting a barrier system include frequency of barrier hits, cost recovery, system down time, repair effect on traffic, maintaining rigidity or tension, and mowing the median. The frequency of barrier hits and the effect on mowing operations are identical with the two systems under consideration. Both barrier systems present the same challenge to mowing operations, as both provide a physical barrier in the center median. System down time and maintaining rigidity or tension may be a greater concern with cable barrier, since a collision may damage the cable and require Page 13

repair and/or re-tensioning. Conversely, repair cost may be more significant with thrie-beam guard rail, due to the fact that a damaged rail may need to be replaced whereas a cable barrier can simply have cable tension readjusted. Repair effect on traffic may also be greater with guard rail, since it is mounted closer to the traveled way. Cost Estimated per mile costs were developed for both cable barrier and thrie-beam guard rail. Costs for thriebeam guardrail were based on average weighted bid prices from similar MassDOT Highway Division contracts, while cable costs were based on estimated construction cost of planned MassDOT Highway Division cable median installation projects. Table 7. Comparison Costs Cost/Mile Cable $145,000 Thrie-Beam Guard Rail $305,000 Recommendations Audit participants identified safety issues and also recommended potential improvements to address these issues. These improvements are intended to reduce the number of median and cross-median crashes, reduce the severity of all crashes and increase the overall safety of the Route 140 corridor. Specific recommendations are discussed in detail in this section and summarized in Table 9. Each improvement considered has been categorized as short-term, mid-term, or long-term based on the definitions shown in Table 8. Additionally, a cost category has been assigned to each improvement based on the parameters set forth in Table 8. Table 8. Estimated Time Frame and Costs Breakdown Time Frame Costs Short-term <1 year Low <$10,000 Mid-term 1 3 years Medium $10,001 $50,000 Long-term >3 years High >$50,000 Open, crossable median The open, crossable median provides no obstacle to errant vehicles that depart the roadway, and is a direct contributor to both the frequency and severity of cross-median crashes. A median barrier should be considered for the portion of Route 140 within the study area with no existing median barrier, from south of County Road (Exit 9) to south of Kings Highway (Exit 4), a length of approximately 9 miles. This is a mid-term, high cost improvement. Cable barrier is recommended over thrie-beam guardrail due to its lower cost. Breaks should be provided in the barrier at acceptable intervals to allow for median crossing by emergency vehicles and for consideration of mowing operations. Page 14

Narrow left shoulder The left shoulder provides limited room for recovery within the paved area. The 2006 Project Development and Design Guide states that 4 foot wide inside shoulders should be provided for a freeway cross section. It is recommended that the shoulder be widened to 4 feet in both directions in the area where the median width exceeds 40 feet. This is a long term, high cost improvement. Grade separation between northbound and southbound roadways The northbound roadway is at a higher elevation than the southbound roadway through much of the study area. The fact that 69% of cross-median crashes occurred in the northbound direction may partially be a result of this grade separation. The cost of regrading large sections of Route 140 is prohibitive; however, installation of a cable median barrier will reduce the potential of errant northbound vehicles crossing the median. Northbound lane departures can also be prevented by improvements in roadway delineation. Median delineator posts are present along the entire corridor, but some are damaged or missing. These damaged or missing delineators should be repaired or replaced. Additionally, left side yellow edge line reflectors should be considered for the portion of Route 140 from County Road (Exit 9) to Ashley Boulevard (Exit 6). Delineator repair is a short term, high cost improvement. Installation of yellow pavement reflectors is a mid-term, high cost improvement. Speeding and driver behavior, infrequent enforcement Massachusetts State Police personnel present at the audit stated that manpower in the region limits their ability to provide additional selective enforcement, beyond the regular patrol of Route 140. Additional enforcement targeted at speeding and aggressive drivers should be considered as a potential improvement for overall safety. This is a short-term, medium cost improvement. Drainage issues near Exit 6 southbound Audit participants suggested that a flat spot exists at this off-ramp which creates drainage issues in heavy rain. Although this issue was not apparent during the field audit or the audit meeting, further study should be done by MassDOT Highway Division District 5 to determine the severity of the issue and potential solutions. Queuing on Exit 4 northbound off-ramp It was noted by audit participants that Kings Highway suffers from capacity deficiencies at peak hours, and that it often requires multiple cycles of the traffic signal for vehicles to clear the intersection from the off-ramp. It was also stated by audit participants that limited capacity along the corridor limits the effectiveness of capacity improvements of the Route 140 off-ramp/kings Highway intersection. It is recommended that MassDOT Highway Division District 5 continue to monitor the traffic in this area, and works with the City of New Bedford and the Southeastern Regional Planning & Economic Development District (SRPEDD) to further explore solutions. Markings for deceleration lane at Braley Road (Exit 7) northbound off-ramp The northbound offramp at Braley Road (Exit 7) has an extended deceleration lane that runs parallel to the travel lanes to accommodate truck traffic generated by adjacent industrial land use. There are no markings delineating this extended lane, although the lane is wide enough to accommodate a vehicle. It is recommended that a dotted extension line be added for the parallel deceleration lane, as shown in Figure 3B-8a (attached) of the Manual on Uniform Traffic Control Devices (MUTCD). This is a short term, low cost improvement. Page 15

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Dark, unlit roadway Nine of the 16 crashes occurred during dawn, dusk or dark conditions, indicating that darkness may contribute to cross-median crashes along Route 140. Previously recommended improvements to roadway delineators and the addition of left side yellow edge line pavement reflectors have the potential to reduce the frequency and severity of cross-median crashes occurring at night. Deer crossings Although only one of the 16 cross-median crashes was attributed to a deer strike, Massachusetts State Police personnel present at the audit stated that deer strikes are a common occurrence along this stretch of Route 140. Recommend placement of W11-3 Deer Crossing Warning signs along the corridor. This is a short term, low cost improvement. Summary of Road Safety Audit Table 9 summarizes potential recommendations discussed by the audit team. The recommendations are categorized based on the potential safety payoff, as well as by time frame and cost. The safety payoff is a qualitative judgment of the effectiveness of the potential safety improvements. Page 17

Table 9. Potential Safety Enhancement Summary Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Open, Crossable Median Grade Separation Installation of cable median barrier for 9 miles of Route 140 High Mid-term $1,300,000 Narrow Left Shoulder Widen left shoulder to 4 feet Medium Long-term TBD Grade Separation Dark, unlit Roadway Grade Separation Dark, unlit Roadway Repair/Replace median delineators Medium Short-term $70,000 Install yellow in-pavement reflectors Medium Mid-term $100,000 Speeding Increase enforcement Medium Short-term TBD Markings for Braley Road (Exit 7) NB Off-ramp Drainage Issues near Exit 6 SB Queuing on Exit 4 NB Off-ramp Add dotted extension line for deceleration lane Further study of drainage issues (It is assumed that MassDOT Highway Division District 5 would perform work) Further study of capacity issues along Kings Highway (It is assumed that this would be a joint responsibility of MassDOT Highway Division District 5, SRPEDD and the City of New Bedford) Medium Short-term $10,000 Low Short-term TBD Low Short-term TBD Deer Crossings Install W11-3 Deer Crossing warning signs Low Short-term $2,000 Page 18

Appendix A. RSA Meeting Agenda

Road Safety Audit New Bedford/Freetown/Lakeville Route 140 Meeting Location: MassHighway District 5 Office 1000 County Street, Taunton Wednesday, October 28, 2009 10:00 AM 12:00 noon Type of meeting: Attendees: Please bring: Cross Median Road Safety Audit Invited Participants to Comprise a Multidisciplinary Team Thoughts and Enthusiasm!! 10:00 AM Welcome and Introductions 10:15 AM Introduction to Road Safety Audits and Cross Median Crashes 10:30 AM Review of Site Specific Material Crash Summary provided in advance Existing Geometries and Conditions Video and Images 11:30 AM Completion of RSA Identification of Safety Concerns using RSA Prompt List as a guide Identification of Possible Countermeasures 12:00 noon Adjourn for the Day but the RSA has not ended Instructions for Participants: Before attending the RSA on October 28th participants are encouraged to drive Route 140 in New Bedford (south of Interchange 4, where the guardrail ends)/freetown/lakeville (up to Interchange 9) 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.

Appendix B. RSA Prompt List

Appendix C. RSA Audit Team Contact List

Participating Audit Team Members Date: October 28, 2009 Location: Route 140 Cross Median Road Safety Audit MassDOT Highway Division District 5 Office Audit Team Members Agency/Affiliation Email Address Greg Lucas BETA Group, Inc. GLucas@BETA-Inc.com John Mirabito BETA Group, Inc. JMirabito@BETA-Inc.com Lisa Schletzbaum MassDOT Highway Division Lisa.schletzbaum@state.ma.us Jim Hadfield SRPEDD jhadfield@srpedd.org Jackie Schmidt SRPEDD jschmidt@srpedd.org Erica Grygorcewicz MassDOT Highway Division Erica.grygorcewicz@state.ma.us Bonnie Polin MassDOT Highway Division Bonnie.polin@state.ma.us Tim White FHWA Timothy.white@dot.gov Bill Travers Robert Gregory MassDOT Highway Division District 5 MassDOT Highway Division District 5 Bill.travers@state.ma.us Robert.gregory@state.ma.us Daniel Mulkern Mass. State Police Daniel.mulkern@pol.state.ma.us Kenneth Hudson Mass. State Police Kenneth.hudson@pol.state.ma.us

Appendix D. Detailed Crash Data

MASSACHUSETTS HIGHWAY SAFETY DIVISION CRASH SUMMARY ROADWAY: Rt. 140 CITY: Freetown and New Bedford STUDY PERIOD: 1/1/2005 TO 10/5/2009 LOCATION: NO. CRASH NUMBER CRASH DATE TIME OF DAY CRASH DAY TRAVEL LIGHT WEATHER ROAD REASON FOR VEHICLE DRIVER CONTRIBUTING CRASH DIRECTION CONDITION CONDITION SURFACE RUNNING OFF ROAD LEFT MOVEMENT CAUSE SEVERITY 1 2228188 8/13/2007 11:10 PM Monday NB Dark-Not lighted Clear Dry Operator stated that his left tire blew out causing him to go off the road NB left travel lane across median into SB right travel lane Not reported Non-fatal injury 2 1995684 7/26/2005 5:50 PM Tuesday SB Daylight Clear Dry Vehicle braked in response to traffic and swerves first right and then left acoss the median SB left travel lane into right travel lane across median into NB left travel lane Operating vehicle in erratic, careless, aggressive, manner Property Damage Only 3 1995606 8/5/2005 5:40 PM Friday NB Daylight Cloudy Dry Operator attempted to avoid debris in roadway (chunk of wood) NB left travel lane across median, across all SB lanes into right-hand shoulder Swerving or avoiding due to vehicle/object in roadway Property Damage Only 4 1925737 7/14/2005 12:00 AM Thursday NB Dark-Not lighted Clear Dry Operator drove off left side of the NB road, rolled over in the median and came to rest in the SB breadown lane, unkown reason NB left travel lane across median into SB breakdown lane Not reported Fatal injury 5 2318834 5/7/2008 6:31 AM Wedesday SB Dawn Clear Dry Vehicle speeding (possibly racing another vehicle) SB right travel lane into right shoulder, across median into NB right travel lane Not reported Non-fatal injury 6 2260485 9/29/2007 7:20 PM Saturday SB Dark-Not lighted Clear Dry Vehicle was rear-ended SB right travel lane across median into NB left travel lane Not reported Property Damage Only 7 2231468 8/19/2007 5:45 PM Sunday NB Daylight Not Reported Dry Vehicle drifted off the road to the right and overcorrected into an adjacent vehicle NB NB right left travel travel lane lane across into right median shoulder into SB across lanes median causing and secondary into SB left cross travel median lane Not reported Non-fatal injury 8 2416553 12/31/2008 9:40 AM Wedesday NB Daylight Snow/Sleet, Hail Ice Vehicle lost control in snow covered untreated roadway crash Not reported Non-fatal injury 9 2227994 6/15/2007 11:00 PM Friday NB Dark-Not lighted Clear Dry Vehicle in northbound lane crossed over the marked lanes striking another vehicle on the southbound side NB unknown travel lane into SB unknown travel lane and into a tree Not reported Non-fatal injury 10 2167357 10/19/2006 4:15 PM Thursday NB Daylight Clear Dry Vehicle swerved sharply into the right guard rail and bounced across two travel lanes and was airborne in the median NB right travel lane into right guardrail, across median into SB right travel lane Unknown Fatal injury 11 1996869 6/8/2005 12:32 PM Wedesday NB Daylight Clear Dry Operator swerved to avoid a ladder in the right travel lane and lost control of the vehicl NB SB ramp right across travel lane ramp across median, median SB lanes, into SB dividing left travel median, lane NB lanes and into NB Over-correcting/over-steering Non-fatal injury 12 2491117 7/6/2009 11:43 PM Monday SB Dark-Not lighted Cloudy Dry Driver lost control on entrance ramp, panicked and stepped on the gas ramp median Not reported Property Damage Only 13 2271423 1/10/2008 2:46 AM Thursday NB Dark-Not lighted Clear Dry Operator struck a deer and lost control of vehicle NB travel lane across median into SB travel lane Not reported Non-fatal injury 14 2268480 11/6/2007 6:36 AM Tuesday NB Dawn Not Reported Dry Vehicle side-swiped an adjacent vehicle and lost control NB right travel lane across median into SB left travel lane Not reported Non-fatal injury 15 2342534 5/9/2008 8:10 PM Friday SB Dark-Not lighted Rain Wet Operator lost control of vehicle (possibly traveling too fast for rainy conditions) SB travel lane across median across NB travel lane into the woods Not reported Non-fatal injury 16 2156560 * 7/11/2006 8:05 AM Tuesday NB Daylight Clear Dry For unknown reason vehicle lost control and veered off the roadway NB left travel lane across the median and across the SB lanes into the wood No improper driving Non-fatal injury * Could not be located TOTAL NO. LIGHT CONDITION WEATHER CONDITION DAYLIGHT DARK NOT LIGHTED DAWN CLEAR CLOUDY RAIN SNOW/SLEET NOT REPORTED 16 7 7 2 10 2 1 1 2 100% 44% 44% 13% 63% 13% 6% 6% 13% CRASH SEVERITY ROAD SURFACE TOTAL NO. PROPERTY DAMAGE FATAL NON-FATAL INJURY ONLY DRY WET SNOW/ ICE 16 2 10 4 14 1 1 100% 13% 63% 25% 88% 6% 6% DRIVER CONTRIBUTING CAUSE TOTAL NO. SWERVING OR AVOIDING DUE TO VEHICLE/OBJECT IN ROADWAY UNKNOWN OVER-CORRECTING/ OVER- STEERING NO IMPROPER DRIVING NOT REPORTED OPERATING VEHICLE IN AN ERRATIC, CARELESS, AGGRESSIVE. MANNER 16 1 1 1 1 11 100% 6% 6% 6% 6% 69% 1 6% 2008 AND 2009 CRASH INFORMATION IS NOT COMPLETE CRASH SUMMARY IS BASED ON CRASH REPORTS WITH STATE POLICE NARRATIVES