Fall River Avenue (Route 114A) at County Street

Transcription

ROAD SAFETY AUDIT
Luther’s Corner
Town of Seekonk
September 2, 2014
Prepared For:
Prepared By:
Road Safety Audit—Luther’s Corner: Fall River Avenue (Route 114A) at County Street
Prepared by Greenman-Pedersen, Inc.
Table of Contents
Background ................................................................................................................................. 1
Project Data ................................................................................................................................. 1
Project Location and Description .............................................................................................. 2
Audit Observations ..................................................................................................................... 8
Potential Safety Enhancements ............................................................................................... 16
Summary of Road Safety Audit............................................................................................... 20
List of Appendices
Appendix A
RSA Meeting Agenda
Appendix B.
Appendix C.
Appendix D.
RSA Audit Team Contact List
Detailed Crash Data
MassDOT Count Data
List of Figures
Figure 1.
Figure 2.
Locus Map.............................................................................................................................................6
Fall River Avenue (Route 114A) at County Street................................................................................7
List of Tables
Table 1. Participating Audit Team Members .............................................................................................................2
Table 2. Potential Safety Enhancement Summary – Fall River Avenue (Route 114A) at County Street ................21
Background
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, in consideration of all roadway users. Specific objectives of an RSA include, but are not
limited to, minimizing the risk and severity of road crashes that may be affected by the existing or future
roadway infrastructure at a specific location or nearby network, and improving the awareness of safe
design practices which are likely to result in safety benefits based upon potential safety concerns. 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 and planning through existing operation.
A Road Safety Audit was scheduled for the intersection of Fall River Avenue (Route 114A) at County
Street as part of the Luther’s Corner intersection improvements project (MassDOT Project Number
607392). The project limits on Route 114A extend approximately 600 feet north of County Street (to the
Seekonk Congregational Church) and approximately 700 feet south (prior to Smith Street). On County
Street, the project limits extend approximately 200 feet east (just beyond the Luther’s Corner Fire House)
and 300 feet west of Route 114A to approximately the Rhode Island State Line. The intersection falls
within the 2009- 2011 Highway Safety Improvement Program (HSIP) cluster and therefore is subject to a
required RSA. The cluster contains 58 crashes, 11 of which resulted in injuries. The intersection of Fall
River Avenue (Route 114A) at County Street falls on the 2011 Top 200 High Crash Locations Report1
ranked at number 141.
Project Data
A Road Safety Audit for the signalized intersection of Fall River Avenue (Route 114A) at County Street
was held on Tuesday, July 22, 2014 at the Seekonk Town Hall in Seekonk, Massachusetts. Table 1
provides a list of the participating audit team members and their associated affiliation. As shown, the
team represents a multidisciplinary group ranging from planning, engineering, and emergency response,
to local, regional, and federal officials. Detailed crash history data from both MassDOT and the Town of
Seekonk Police Department, and associated collision diagrams were reviewed prior to an in-field visit to
the intersection. Additionally, traffic volume data, including Automatic Traffic Recorder (ATR) counts
and Turning Movement Counts (TMC), was made available. These data are provided in the Appendix for
reference.
1
2011 Top 200 Crash Locations Report (2009-2011), Massachusetts Department of Transportation, 2013.
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Table 1. Participating Audit Team Members
Audit Team Member
Agency/Affiliation
Nelson Borges
MassDOT – District 5 Projects
David Cabral
Town of Seekonk – Town Engineer
Shawn Cadime
Town of Seekonk – Town Administrator
Lisa Estrela-Pedro
Southeastern Regional Planning and Economic Department (SRPEDD)
Edward Feeney
MassDOT – District 5 Traffic Ops
John Hansen
Town of Seekonk – Town Planner
Captain Michael Healy
Fire Department – Town of Seekonk – Fire Captain
Chief Alan Jack
Fire Department - Town of Seekonk – Fire Chief
Barbara Lachance
MassDOT – District 5 Traffic Ops
Robert Lamoureux
Town of Seekonk DPW - Superintendent
Chief Craig Mace
Police Department – Town of Seekonk – Chief of Police
Promise O’Taluka
FHWA MA Division
Lisa Schletzbaum
MassDOT – Highway Division – Safety Section
Jacqueline Schmidt
Southeastern Regional Planning and Economic Department (SRPEDD)
Jason W alters
MassDOT – District 5 Projects
Erica Guidoboni
Greenman-Pedersen, Inc.
Nicole Rogers
Project Location and Description
The RSA focused on the signalized intersection of Fall River Avenue (Route 114A) at County Street
within Luther’s Corner Village in Seekonk, Massachusetts, as shown in Figure 1. Functionally, Fall
River Avenue (Route 114A) is a two lane road that runs in a north-south direction connecting Pawtucket
Avenue (Route 114) to the north and Wampanoag Trail to the south in East Providence, Rhode Island.
Fall River Avenue serves as a major route to the interstate highway system as it intersects with multiple
arterials and collectors in East Providence, Seekonk, and Rehoboth. Exit 1 off of Interstate 195 (I-195) is
located approximately ½- mile south of Luther’s Corner. Fall River Avenue (Route 114A) is functionally
classified as an ‘Urban Minor Arterial’ within the project limits and is under Massachusetts Department
of Transportation (MassDOT) jurisdiction. County Street is a two lane road that travels in an east-west
direction providing a connection to Rhode Island roadways in the west and the Town of Rehoboth to the
east. County Street is functionally classified as an ‘Urban Collector’ and is under local (Town of
Seekonk) jurisdiction. There is no speed limit posted within the study area on Fall River Avenue (Route
114A), however it is posted at 35 miles per hour (mph) approximately ½-mile north of the intersection
with County Street. This section of Fall River Avenue (Route 114A) is not zoned and therefore no speed
regulation holds. The posted speed limit along Country Street is 30 mph which is consistent with the
Special Speed Regulation for the roadway.
The intersection of Fall River Avenue (Route 114A) and County Street serves as the foundation for the
Luther’s Corner Village, a historic village with the potential to function as an attractive mixed-use village
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center. Land use within the study area varies between residential, mixed residential/commercial,
commerial, restaurant and medical office.
The intersection included in the audit is discussed in detail below.
Fall River Avenue (Route 114A) at County Street is a signalized 4-way intersection with Route 114A
generally running north-south and County Street generally running east-west. The County Street
eastbound approach consists of an 11 foot right turn lane with approximately 100 feet of storage and an
11 foot left-through lane. The current signal plan shows two approach lanes for the northbound approach
on Fall River Avenue (Route 114A) however it is striped as a single multipurpose travel lane. Even
though it is striped as single approach lane, the northbound approach functions as two lanes, with a
dedicated left-turn lane on the inside and a through-right turn lane on the exterior.. The southbound
approach on Route 114A is delineated as a single multipurpose (left-through-right) travel lane yet
functions as two lanes at times when drivers use the breakdown lane to make a right turn onto County
Street. The westbound approach on County Street operates as one general purpose lane, as marked.
Crosswalks are provided across all approaches to the intersection, along with pedestrian push buttons and
exclusive pedestrian phasing. Sidewalks are present along both sides of Fall River Avenue (Route 114A)
and County Street. The concrete sidewalks along Route 114A vary in width from five to seven feet and
are relatively new and in good condition. Mixed sidewalks of bituminous and concrete material are
present along County Street, however are deteriorating and in need of replacement. Currently, handicap
ramps do not meet MassDOT or ADA guidelines. There are no bicycle accommodations currently
provided.
This intersection is controlled by a fully- actuated uncoordinated traffic signal. The signal itself operates
in three phases including an exclusive pedestrian phase that is serviced between the permitted mainline
and side street phasing. The lack of protected left-turns can lead to higher delays for some movements.
Figure 2 presents an aerial view of the intersection.
Crash Analysis
Crash data were provided by the Seekonk Police Department for the most recent complete three-year
period (2011-2013) available. A total of 39 collisions were reported at the intersection according to the
police crash records. Of these 39 crashes, 19 were rear-end collisions and 12 were angle collisions. The
next most frequent crash-type were sideswipe crashes (seven reported), followed by one single vehicle
crash with a fixed object. Of the total 39 crashes reported, 31 crashes (approximately 80 percent) had
reported severity as being limited to property damage, with the remaining eight crashes reporting injury.
No fatalities were reported within the Seekonk Police Department records.
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Furthermore, 19 additional collisions were reported within the project limits during the three-year period
(2011-2013). The majority of the 19 collisions occurred at the various driveways to the Gulf Service
Station, which is located on the north-western corner of the intersection of Fall River Avenue and County
Street, and the Dunkin Donuts driveway located at 623 Fall River Avenue. The gas station has four
driveways, two on Fall River Avenue, north of the intersection, and two on County Street, west of the
intersection. The driveways on Fall River Avenue experienced seven collisions over the three-year study
period. Of the total seven collisions, all resulted in property damage only, five were angle collisions and
two were rear-end collisions. The driveways on County Street experienced two collisions over the threeyear study period. Both were angle collisions and resulted in property damage only.
The driveway to Dunkin Donuts, located just north of the Gulf driveway on Fall River Avenue,
experienced six collisions over the three-year study period. Three were angle collisions and three were
rear-end collisions. All six collisions resulted in property damage only, 17 percent occurring during the
commuter peak period and 33 percent occurring during wet/icy conditions.
The driveway to the Hair’s to You salon located on the south-western corner of the intersection of Fall
River Avenue and County Street experienced two collisions over the three-year study period. Both
collisions were angle collisions resulting in property damage only, 50 percent occurring during wet/icy
conditions and 50 percent occurring during the commuter peak period.
One collision occurred outside of the Labonte Auto School located at 637 Fall River Avenue (directly
south of the Hair’s to You salon) in which a driver leaving an on-street parking space sideswiped a
vehicle traveling in the same direction. The collision resulted in property damage and occurred outside
peak hours on dry pavement conditions.
One collision occurred at the intersection of Fall River Avenue (Route 114A) and Jerry Lane over the
three-year study period. The crash was an angle collision resulting in property damage only and occurring
outside of peak hour on dry pavement conditions and may have been attributable to poor sight distance.
It should be stated that a number of the collisions which occurred at these intersections were “courtesy
crashes” in which a mainline vehicle stopped to allow a vehicle exiting one of the commercial driveways,
but the exiting vehicle was subsequently struck by another mainline vehicle in the adjacent lane. Another
common scenario is a mainline driver stopped in traffic to permit a vehicle in the opposite direction to
turn left into a commercial driveway and subsequently is rear-ended due to sudden stoppage or
inattention.
In addition to the collision summary, crash occurrence also is compared to the volume of traffic through a
particular intersection. Accordingly, the crash rate is compared to the district-wide average crash rate for
a signalized intersection. An intersection crash rate is a measure of the frequency of collisions compared
to the volume of traffic through an intersection and is presented in crashes per million entering vehicles
(c/mev). For signalized intersections, the statewide average is 0.80 c/mev and the district-wide (MassDOT
District 5) average is 0.77 c/mev. A comparison of the calculated crash rate to this average rate can be
used to establish the significance of collision occurrence. The calculated crash rate for Fall River Avenue
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(Route 114A) at County Street is 1.23 c/mev, which is well above both the statewide and district -wide
averages. This rate was determined based on the 39 reported crashes at the signalized intersection, over
the course of three years, utilizing counts from May 8, 2014. Crash data summaries, a collision diagram
and a crash rate worksheet are included in the Appendix of this report.
Speed Regulations
Speed regulations maintained by MassDOT Highway Division establish a 30 mph speed limit for County
Street in both directions in the vicinity of the intersection. This section of Fall River Avenue (Route
114A), however, has never been zoned and therefore holds no speed regulation. This arterial is posted at
35 mph approximately ½-mile north of the intersection.
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Figure 1.
Locus Map
RSA Study Intersection
Source: Google Maps
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Figure 2.
S
Traffic Signal
S
Source: Google Earth
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Audit Observations
Following an introduction to the RSA process and a summary of existing geometry, signal operations and
crash and speed data, the audit participants were asked to discuss safety concerns at the subject
intersection. Audit team members then drove to the intersection as a team, at which time observations
were offered in the field. A summary of those in-field safety observations and potential deficiencies is
provided below:
 Pavement Conditions – At
the time of the audit, low
severity cracking on County
Street and within the
intersection was observed.
Recent gas main utility
maintenance was performed,
requiring County Street
pavement to be cut to access
these
mains.
Both
approaches of County Street
were repaired with patching
panels which since have settled causing an uneven
travel way for vehicles. This
may be contributable to poor
compaction in the soil
County Street: Eastbound approach pavement
underneath the panel which
conditions
has settled. When this work
was performed, the pavement markings on the eastbound approach, specifically the double yellow
centerline line, were removed with the old pavement and never replaced.
The age of the pavement suggests that the pavement friction has diminished over the years and
therefore skid resistance has decreased. Collision data indiciates that four crashes (collision
numbers 15, 18, 20, and 56) were attributable to wet pavement conditions. The crashes were an
angle crash and rear-end crashes for the latter three, respectively. Research conducted by the
Federal Highway Association, as well as the National Transportation Safety Boards, shows that
about 70% of wet pavement crashes can be prevented or at least severity minimized by improved
pavement friction.
 Pavement Markings – Pavement markings on Fall River Avenue (Route 114A) were observed to
be visible, clear and reflective, with some wear at the time of the audit. The stop bar along the
southbound approach of Fall River Avenue extends all the way across both the travel lane and the
breakdown lane. These markings, in combination with the generous shoulder width, may give the
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impression to drivers that the breakdown lane
on this approach is an available approach lane
when in reality this approach is meant to be
utilized as a single general purpose lane
approach. Pavement markings on County
Street were significantly worn at the time of
the audit. The double yellow centerline on the
eastbound approach of County Street is non
existent in some areas due to pavement patch
paneling. This can pose a safety issue as a
double yellow centerline provides separation
of traffic traveling in opposite directions and
reduces head-on collisions although there were
none were reported at this location.
Crosswalks along all four approaches of the
intersection were observed to have significant
wearing at the time of the audit.

Fall River Avenue (Route 114A)
southbound approach: Stop bar
extending across both the travel lane
and breakdown lane. Faded crosswalks.
Lane Geometry – The eastbound approach on County Street provides an exclusive right-turn lane
and a shared through/left travel lane. Pavement markings are faded which may cause some
confusion to unfamiliar drivers. However,
there are R3-7 “Right Lane Must Turn Right”
signs along the approach. Referring to the
collision diagram and the crash data correlated
to the diagram, collision number 41 occurred
when an eastbound vehicle tried to pass on the
right in the single lane before it splits into two.
Although not seen in the crash data, there is a
high possibility of a side-swipe type crash to
occur on this approach when a vehicle
attempting to access the exclusive right turn
lane is hit by a thru movement vehicle passing
a left turning vehicle in the right only lane. The
likelihood of this phenomenon is increased given
single striped northbound lane
that the eastbound left lane experiences a long
utilized as two approach lanes
queue, while there are little to no cars utilizing
the exclusive right turn lane to make a right. Therefore, thru moving drivers are more inclined to
try to pass left turning vehicles in this lane to be more efficient. The County Street westbound
approach is one general purpose lane, not requiring any signage or markings.
The Fall River Avenue (Route 114A) northbound approach is shown as two approach lanes on
the existing signal layout however it is delineated as one general purpose lane. Despite the
striping on this approach, it is currently being utilized as two lanes by vehicular traffic in practice.
In the field it was noted that left-turning vehicles generally used the left side of the wide approach
as a second lane. This may lead to confusion for unfamiliar drivers. Drivers entering the
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intersection from the south tend to stay to the right when going through or right and “hug” the
centerline if turning left. However, if a left turning vehicle arrives at the stop bar first and
positions itself in the middle of the lane, it heavily restricts northbound flow. Drivers in the “left
lane” may realize that they are in the wrong lane and continue to travel north on Fall River
Avenue. A crash may occur when a vehicle in the “through/right” lane is traveling northbound on
Fall River Avenue at the same time and the two vehicles are forced to merge quickly into the
receiving lane which is not wide enough to
accommodate the two vehicles. This issue
may be compounded as there are no lane
merge
signs.
Currently there
is
approximately 20 feet available for
vehicles traveling northbound, which is
constricting when two vehicles are next to
each other. Referring to the collision
diagram and the crash data correlated to
the diagram, crash number one (1) was a
sideswipe crash in which a northbound
vehicle was attempting to pass on the
inside of the lane and did not have enough
room.
southbound approach: Single general
lane used as two lanes. Breakdown lane
used as right turn lane.
The southbound approach of Fall River
Avenue is also one general purpose lane,
not requiring any signage or markings.
However it is currently being utilized as two lanes by vehicular traffic in practice. On this
approach, right turning vehicles tend to use the breakdown lane as an exclusive right turn lane
and the marked lane as a through/left lane. This is a concern for vehicles exiting the commercial
driveways (Gulf and Dunkin Donuts) on Fall River Avenue. The crash history indicates that a
number of collisions occur when vehicles exiting these driveways are waved on by one driver and
the vehicle behind them tries to cut around them in the breakdown lane and an angle collision
occurs as a result.
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 Curb Radii- The existing curb radii on all corners of the intersection force tight right turns for
vehicles,
particularly
the
southbound
and
eastbound
approaches. Larger vehicles
must swing wide, encroaching
on the left turning lanes on the
northbound
and
eastbound
approaches. Referring to the
collision diagram and the crash
data correlated to the diagram,
crash number two (2) was a
sideswipe-type crash in which a
eastbound right turning truck
encroached on the thru/left
eastbound approach lane and hit
a vehicle within that lane. It was
noted in the field that box
Tight Radii for larger vehicles making right
trucks/tractor-trailers often hit or
turn:
Large vehicle encroaching left turn lane.
scrape the utility poles that are in
the northwest and southwest
corners of the intersection. It was observed during the site visit that vehicles unable to make the
right turn back-up in order to get enough room to safely execute the maneuver.
 Excessive Queuing – It was
observed in the field that both
approaches on Fall River Avenue
(Route 114A) and the eastbound
approach on County Street
experience
heavy
queues
throughout the day, especially
during the evening commuter
peak period. With this heavy
queue comes aggressive and
distracted driving potential, as
drivers are waiting up to four
cycle lengths to pass through the
intersection. This issue could have
contributed to the numerous rearHeavy queues along the County Street
end type crashes which occurred
eastbound approach.
at the intersection. Rear-end
crashes may occur when frustrated drivers attempt to clear the intersection even during yellow or
red indication unaware that the driver in front intends to stop on the yellow or red indication.
Many rear-end crashes are attributable to inattention as well, which is common when drivers wait
multiple cycles to get through an intersection. Approximately 49 percent of all the crashes
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queried at this intersection were rear-end crashes. Referring to the collision diagram and the crash
data correlated to the diagram, 14 of the 16 rear-end crashes to occur on the northbound,
southbound and eastbound approaches were attributed to inattention.
 Signal Equipment – All vehicle signal heads are rigidly mounted on overhead mast arms. No
backplates are present at this location and therefore, signal heads are potentially less visible.
Emergency preemption is installed at this intersection; however the Seekonk Fire Department
noted that the Department has issues with the system. The system was installed to allow improved
emergency vehicle access on all approaches to the intersection by forcing a green indication on
the approach of the emergency vehicle, allowing clear access. However, poor sight distance
restricts the sensors on the emergency vehicles from being detected because of the slight curve
along the southbound approach to the intersection. The opticom detectors are currently placed on
the mast arm in the northwest corner and on the mast arm pole in the southwest corner. It should
be noted that no emergency vehicles were involved in any crashes.
 Clearance Intervals – The purpose of the yellow and all-red clearance intervals is to provide a
safe transition between two conflicting phases in traffic. A longer yellow interval may cause
drivers to enter the intersection late, while a short interval may cause red violations and/or quick
stops resulting in a rear-end collision. Of the crashes reviewed at this intersection, approximately
49 percent were rear-end type crashes.
 Grades - The down-hill grade of the westbound approach may increase the through vehicle’s
speed and may be unexpected for an eastbound left turning vehicle. Referring to the collision
diagram and the crash data correlated to the diagram, this may have been the case for crashes 46
and 49 which were both angle crashes involving a westbound through vehicle and an eastbound
left tuning vehicle.
 Bicycle Accommodations – There are currently no bicycle accommodations along any of the
approaches to the intersection, nor at the intersection itself. During the audit, RSA team members
witnessed a bicyclist riding on the east sidewalk of Route 114A. Although no bicycle crashes
were reported in the data, it was noted by the Seekonk Chief of Police as a safety issue.
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
Pedestrian Accommodations – Currently there is an exclusive pedestrian phase that is serviced
between the permitted mainline phase and side street phase. Crosswalks traverse all four
approaches to the intersection. Pedestrian push
buttons and signal heads are present on each
corner for the associated crossing. Crosswalks
were faded at the time of the audit. There are
eight pedestrian signal heads, two on each
corner of the intersection, that are antiquated
12” LEDs. An outlined walk symbol is
activated by the push of the button and is
present for seven seconds followed by a 12
second flashing don’t walk indication. The
pedestrian signal head in the northeast corner of
the intersection is covered by a tree and
therefore pedestrians crossing in this direction
Deteriorating sidewalks along County may be unaware of when it is safe to cross.
Street. There is no audio alert provided during the
exclusive pedestrian phase of the signal. The pedestrian signal heads do not provide a countdown
notifying pedestrians of safe time remaining to cross. It was observed in the field that several
vehicles were making a right on red which poses a conflict for pedestrians that are in the
crosswalk. Sight distance is restricted for both pedestrians waiting to cross from the northwest
corner and southbound drivers making the right onto County Street due to a utility pole and signal
cabinet in the northwest corner. This is of particular concern as a majority of the pedestrian
activity occurs on the eastbound approach of County Street. It was observed that many
pedestrians were pressing the button and then walking when they did not have a walk indication.
This in turn halted traffic unnecessarily for an exclusive pedestrian phase that was not being used,
increasing delay for drivers.
Sidewalks along Fall River Avenue (Route 114A) were in good condition at the time of the audit,
ranging from five to seven feet wide with granite curbing. Sidewalks along County Street, on the
other hand, were deterioirating and did not have granite curbing lining which provides a clear
seperation from the roadway. It was noted the vehicles often park on the sidewalk along County
Street. This is a pedestrian safety concern because the vehicle is now within the designated rightof-way for the pedestrian and it also takes away necessry space for a pedestrian to safely
tranverse throughout the area.
All of the pedestrian push buttons are ADA compliant push plungers except for the one serving
the northeast corner. All wheelchair ramps are non-ADA compliant and do not have detectable
warning strips.
 Signage – The RSA team noted several issues regarding signage in the vicinity of the intersection
of Fall River Avenue (Route 144A) and County Street. Guide signage at the intersection is
lacking. There is one blue street sign for County Street in the northwest corner of the intersection.
Street signs for Fall River Avenue (Route 114A) are non-existent in advance or at the
intersection. There is one sign in the south east corner of the intersection that directs drivers
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toward Interstate 195. No route signs for
Route 114A are present in the vicinity of the
intersection.
No Parking signs line both sides of the
southern leg of Fall River Avenue (Route 114A). There are multiple signs on both approaches
of Fall River Avenue (Route 114A) that
indicate “NO LEFT TURN 4:00 PM to 6:00
PM”. According to the counts and general
observations from the audit team, many Lone guide sign for Interstate 195.
drivers disregard this sign and execute the left
turn maneuver during these hours. Several audit team members noted that there is no convenient
alternative in the northbound direction to make a left downstream. This restriction is difficult to
enforce during the heavy evening commuter peak period. It was mentioned that the Seekonk
Police Department does not enforce this restriction, given the lack of a safe place to pull over a
vehicle without seriously disrupting traffic. Referring to the collision diagram and the crash data
correlated to the diagram, crashes 12 and 51 were angle crashes due to the driver failing to yield
on the left turn during this specific time frame.
 Speeds – There are no speed limit signs within the vicinity of the intersection. Excessive speeding
does not seem to be an issue due to the overall congestion and constricted feeling of the
intersection.

Access Management - Several businesses are located at or near the intersection of Fall River
Avenue (Route 114A) and County Street. The Gulf gas station located in the northwest corner of
the intersection has four wide and fairly nonformalized driveways, two on County Street
and two on Route 114A. These wide curb cuts
are often crossed by pedestrians, causing a
longer period in which conflicts could occur.
The close proximity of the Gulf gas station
driveways to the intersection creates conflicts
with the Route 114A southbound queues.
Four angle crashes involved vehicles exiting
the Gulf and southbound vehicles on Route
114A. These crashes may be considered
“courtesy crashes”, where a Route 114A
Wide curb cuts at the Gulf Gas Station
in close proximity to the intersection.
vehicle stopped to allow a vehicle to exit the
gas station, but the exiting vehicle was
subsequently struck by another southbound
vehicle in the adjacent lane, in this case the
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breakdown lane. Two crashes involved Route 114A northbound vehicles waiting to turn left into
the Gulf gas station and were rear-ended due to the close proximity to the intersection. RSA team
members noted that many vehicles utilize these driveways to cut through and avoid the signal.
Southbound drivers on Route 114A will cut through the gas station and head right onto County
Street rather than waiting in the queue for the signal to turn green. This maneuver creates
conflicts both within the Gulf station parking lot area as well as with drivers exiting the Gulf
station onto County Street.
There is also a Dunkin Donuts located just north of the Gulf Station on Fall River Avenue (Route
114A) which has a single formalized driveway that has experienced similar crash trends to those
at the Gulf station. Two angle crashes involved vehicles on Route 114A southbound and vehicles
turning right from the Dunkin Donuts driveway. These too may be considered “courtesy crashes”,
where a Route 114A southbound vehicle stopped to allow a vehicle to exit Dunkin Donuts, but
the exiting vehicle was subsequently struck by another southbound vehicle traveling in an
adjacent lane. It was also observed in the field that there is some residential parking on the
southbound approach of Fall
River Avenue just north of the
Dunkin Donuts as well as some
bushes just south of Dunkin
Donuts that may restrict sight
distance and could be the cause
of angle crashes. There was
another angle crash involving a
northbound vehicle turning left
into the Dunkin Donuts and a
southbound driver. This was a
“courtesy crash” in which the
initial southbound driver waved
on the left turning northbound
vehicle, but the entering vehicle
was subsequently struck by
Left turning vehicle out of Gulf Station and
another
southbound
vehicle
onto Rte. 114A North
traveling in the breakdown lane.
An additional two crashes occurred
when a southbound driver stopped to let a northbound vehicle turn left into the Dunkin Donuts
but was then rear-ended by another southbound vehicle.
 Traffic Signal Operations – RSA members observed that significant congestion occurs throughout
the day especially during the evening commuter peak period. Currently the signal operates as a
fully-actuated uncoordinated signal with three phases including an exclusive pedestrian phase.
There are no protected left turns for any of the approaches and therefore significant delays occur
on all approaches, especially both approaches on Fall River Avenue and the eastbound approach
of County Street. Referring to the collision diagram and the crash data correlated to the diagram,
there were six angle crashes within the intersection (collision numbers 12, 27, 43, 46, 49, and 51).
Based on the collision trends and the operations of the signalized intersection, it is reasonable to
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assume that a majority of these incidents
were the result of the permitted left-turn
phasing on all approaches. Those
familiar with the operations of the
intersection stated that westbound
vehicles frequently wave on the
eastbound lefts because it is so difficult
to make that turn. This could contribute
to the rear-end collisions in the
eastbound and westbound directions
because it is contrary to the rules of the
road. Therefore, drivers unfamiliar with
Vehicle running red light.
this behavior will not expect the driver
in front to be waving on an opposing
vehicle and in turn, rear-end them. It was noted by multiple RSA team members that the traffic
signal does not seem to operate efficiently and vehicles often wait four cycles to get through the
intersection. It is often observed that vehicles run the red light to get through the intersection
rather than have to wait an additional cycle. Inefficiency at the signal may result in motorist
inattention as well, which can lead to rear-end crashes. Nineteen rear-end crashes occurred on the
approaches to the intersection, which may have been a result of motorist inattention combined
with congestion.
Potential Safety Enhancements
After the intersection in-field visit, audit participants returned to the Seekonk Town Hall to discuss the
safety issues and consider potential short-term and long-term improvements. Many of the potential
enhancements identified during the RSA have already been considered as part of the design process,
although further design work and consideration may be necessary to determine the feasibility of
implementing the improvements moving forward. A summary of potential safety-related enhancements
discussed at the RSA is provided below:
 Pavement Conditions – The Project is intended to include various pavement rehabilitation
treatments including standard overlay, structural overlay, and full depth reconstruction roadway
sections. Improved pavement conditions will potentially reduce wet weather crashes.
 Pavement Markings – Markings will be refreshed as part of the project to be visible, clear and
reflective. New retroreflective pavement markings will increase visibility during both daytime
and nighttime conditions. In the short term, lane arrows can be installed on the northbound and
eastbound approaches to indicate to drivers the appropriate lane they should use. This will reduce
the possibility of a sideswipe crash since drivers will be more informed in advance of the
Page 16
intersection which lane is appropriate for their desired destination. Once the project is
implemented, which is calling for two lane approaches with a dedicated left turn lane on the
northbound, southbound, and eastbound approaches, lane use arrow markings will need to be
updated and installed for these lane movements. Double yellow centerlines will be on all four
approaches to separate opposing traffic and significantly reduce the potential for a head-on
collision. Crosswalks will be refreshed as well, with the intent to draw more attention to the
pedestrian. Sharrows will be incorporated along all four approaches to provide accommodations
to bicyclists.
 Lane Geometry – As seen in the field, the Route 114A northbound approach is currently striped
as one general purpose lane, however it is currently being used as two lanes in practice, with
predominately left-turning vehicles utilizing the left edge of the lane as an exclusive lane, with
through/right-turning vehicles utilizing a shared lane in the remaining right-of-way. In the short
term, this approach can be striped as two approach lanes. Once the project it implemented, the
proposed cross-section includes an 11 foot exclusive left turn lane, a 13 foot shared through/right
lane, a 13 foot receiving/departure lane, and two foot shoulders with a minimum of 5.5’ sidewalks
on both sides. This proposed cross-section will allow more room for vehicles to maneuver
traveling northbound and therefore may reduce sideswipe crashes at this location.
It is recommended that the southbound approach also be modified to provide two delineated
approach lanes. The proposed cross section will be the same as the northbound approach with an
11 foot exclusive left turn lane, a 13 foot shared through/right lane, a 13 foot receiving/departure
lane, and two foot shoulders with a minimum of 5.5’ sidewalks on both sides. By providing two
lanes on this approach, the breakdown lane will be removed creating heightened awareness to
drivers exiting the commercial driveways on Fall River Avenue (Route 114A) of vehicles
traveling in both lanes. This may reduce some of the angle crashes occurring in these locations.
The existing lane geometry on the eastbound approach of County Street provides an exclusive
right turn lane and a shared through/left lane. It was noted in the field that excessive queues
develop on this approach due to left turn vehicles waiting for a gap in traffic. Therefore, the
eastbound approach will be converted to an exclusive 10 foot left turn lane, a 13 foot shared
through/right lane, a 13 foot receiving/departure lane, and one foot shoulders with a minimum of
5.5’ sidewalks on both sides.
Modifying these three approaches will alleviate some confusion that arises when lane geometry is
unclear. The exclusive left turn lanes will reduce delay, reducing inattention and therefore the
occurrence of rear-end collisions.
In reviewing the traffic volume counts the Country Street westbound approach does not require
an exclusive left turn lane, therefore this approach will remain as a single general purpose lane.
The cross-section will be modified to include a 12 foot general purpose approach lane, a 12 foot
receiving lane, and five foot shoulders with a minimum of 5.5’ sidewalks on both sides.
 Curb Radii – In order to provide ample room for large turning radii vehicles to execute a safe
right turn, the stop bars can be placed further back on all approaches. Once the proposed left turn
Page 17
lanes are installed as part of the project, this will reduce the potential for these right turning
vehicles to encroach the left turn lane. The intersection would benefit by relocating the utility
poles currently in each of the four corners of the intersection. These utility poles are located in
close proximity to the roadway. Relocating the utility poles would eliminate the possibility of
them being hit or scraped by large vehicles executing a right turn. Consideration will be made to
placing the signal equipment at the back of the sidewalk, if possible.

Excessive Queuing –With the installation of the exclusive left turn lanes, implement
protective/permissive phasing for the northbound and eastbound approaches. The southbound and
westbound approach will remain as permissive only left turns. Enhanced signal operations will
reduce the amount of cut through traffic in adjacent neighborhoods, as locals voiced has been a
concern in the area for quite some time. The reduction in vehicle volume on these residential
streets will improve the state of living as it will reduce noise and increase safety for children.

Signal Equipment – Retroreflective backplates shall be added to all signal heads in order to make
them more visible and conspicuous during both daytime and nighttime conditions. This may
reduce unintentional red-light running.
In the event that the “flashing yellow arrow” traffic control be implemented as part of the
protective/permissive phasing for the northbound and eastbound approaches, additional signal
heads will be required along these approaches to adhere to MUTCD standards.
Install additional opticom receivers to be mounted on extensions to improve sight line for
emergency vehicles. This will allow for the receivers to detect an emergency vehicle well in
advance of the intersection and allow enough time for the intersection to clear before the
emergency vehicle arrives. This will potentially improve emergency response time over existing
conditions.

Clearance Intervals – Evaluate the yellow and red clearance times to determine if they are set to
the current standards and adjust as necessary. A potential adjustment may reduce the occurrence
of red light running, as well as rear-end type crashes.

Grading – As the design allows, adjust the grading along County Street to allow for improved
sight distance.

Bicycle Accommodations – The shared through/right lanes proposed on
the northbound, southbound, and eastbound approaches will also operate
as a shared bike lane. Sharrows will be implemented within the corridor in
order to alert to vehicle users that bicyclists are likely to be within the
traveled way as well. The sharrows will also assist bicyclists with a safe
lateral positioning in lanes that are too narrow to accommodate both a
motor vehicle and a bicycle to travel side by side in the same traffic lane.
The westbound approach of County Street is to have 5 foot shoulders
which will serve as a bike lane for bicyclists on this approach.
Sharrows.
Page 18
 Pedestrian Accommodations – In order to further enhance pedestrian accommodations at the
intersection, install 16” LED countdown pedestrian signal heads with audible and vibro-tactile
pedestrian pushbuttons in conjunction with the R10-3e sign and
saddle with a LED confirmation light. Install ADA compliant
wheelchair accessible ramps with detectable warning strips. All
sidewalks throughout the project area are to
be replaced with a continuous, minimum 5.5
foot wide Portland cement concrete sidewalk
lined with granite curbing to clearly delineate
the roadway from the walkway. Relocate the
utility pole and possibly the signal cabinet in
the northwest corner to allow for improved
sight distance for both pedestrians and right-turning southbound vehicles.
As right on red turns are permitted during the exclusive pedestrian phase,
evaluate the need for the installation of R10-15 sign “Turning Vehicles
Yield to Pedestrians” in order to further protect pedestrians. Coordinate with the Seekonk Public
Schools to implement a program that educates children on properly crossing the crosswalk using
the pedestrian push buttons. Also coordinate with the Labonte Auto School located just south of
the intersection on Fall River Avenue (Route 114A) about educating students about not only how
to properly cross as a pedestrian but also how to be aware of how to share the roadway and
increase safety for all users as a driver.
 Signage – Install street signs for Fall River Avenue (Route 114A) and County Street on the
overhead mast arms. Similar directional signage could also be useful for directing vehicles to the
interchange with Interstate 195, south of the intersection. Directional signs for I-195 should also
be installed in advance of the intersection so that motorists may position themselves in the correct
lane prior to reaching the intersection, reducing the occurrence of angle crashes.
Install “Advance Intersection Lane Control” variation (R3-8b) signage on both approaches of Fall
River Avenue (Route 114A) and the eastbound County Street approach to the intersection,
advising drivers of the oncoming lane uses.
Install “Turning Vehicles Yield to Peds” (R10-15) on the southbound and eastbound approach as
the County Street eastbound crosswalk is very active. Also install “Pedestrian Signs” (R10-3 e)
on all four corners adjacent to the proposed vibro-tactile pedestrian push buttons to further
enhance pedestrian safety.
Remove all “No Left Turn 4PM-6PM” signs and allow for this movement to be unrestricted.
 Speeds – Consider undertaking a speed study and zoning this portion of Route 114A as it
currently does not hold a speed regulation.
 Access Management – In order to reduce “courtesy crashes” consider restricting left turns from
commercial driveways on Route 114A. To reduce courtesy crashes, work with the owners of the
Gulf Gas Station and Dunkin Donuts to arrange a shared parking arrangement that would reduce
Page 19
conflict points along Fall River Avenue (Route 114A). Work with the owner of the Gulf Gas
Station to better formalize driveways, narrow the curb cuts, and ideally, close the two driveways
closest to the intersection. To reduce cut-through traffic through the Gulf gas station, coordinate
with the owner to implement strategies such as making one driveway entrance-only, installing
speed humps along the cut-through route, or narrowing the curb cut. Prohibit parking on Fall
River Avenue north of the Dunkin Donuts to improve sight line for vehicles exiting the Dunkin
Donuts.
 Traffic Signal Operations – Change the phasing of the intersection to include protective/
permissive phasing for the eastbound and northbound approaches to be implemented by use of the
“flashing yellow arrow” traffic control. The “flashing yellow arrow” traffic control will minimize
delay as there will be more opportunities to make a left turn. NCHRP Report 493: The Evaluation
of Traffic Signal Displays for Protected/Permissive Left-Turn Control2, a national study
conducted by the National Cooperative High Research Program, indicated that the “flashing
yellow arrow” display significantly reduces driver confusion when executing a left turn. It was
stated within the report that some drivers believe that they are also protected under the green ball
indication, leading to angle crashes. The protected/permissive phasing to be installed for the
northbound and eastbound approaches will eliminate this confusion. The protected/permissive
phasing should reduce the need for courtesy waves by providing clear protected intervals for left
turns as well as clear permitted intervals to turn when adequate gaps appear in opposing traffic.
This should reduce the frequency of westbound vehicles waving on eastbound lefts and therefore
reduce those related rear-end collisions in the eastbound and westbound directions from drivers
unfamiliar with this behavior.
Summary of Road Safety Audit
Based on observations and discussions, the RSA team identified the issues and possible enhancements
that could improve safety at the intersection of Fall River Avenue (Route 114A) and County Street in
Seekonk, Massachusetts. Many of the enhancements identified will be studied to determine feasibility as
part of the design process for the MassDOT intersection improvement project at Luther’s Corner.
Table 2 summarizes the existing safety issues, possible enhancements, estimated safety payoff, time
frame, cost, and responsible agency for Fall River Avenue (Route 114A) at County Street. Safety payoff
estimates are subjective and based on engineering judgment and are categorized as low, medium, and
high. The time frame is categorized as short-term (<1 year), mid-term (1 to 3 years), or long-term
(>3 years). The costs are categorized as low (<$10,000), medium ($10,001 to $50,000), or high
(>$50,001).
2
National Cooperative Highway Research Program Report 493: Evaluation of Traffic Signal Displays for Protected/permissive
Left-Turn Control, Transportation Research Board of the National Academies, 2003.
Page 20
Table 2. Potential Safety Enhancement Summary – Fall River Avenue (Route 114A) at County Street
Safety Issue
Potential Safety Enhancement
Pavement will be replaced as part of the project. This will
eliminate settlement of the panel patching on County Street
Pavement Conditions
due to poor soil compaction and cracking throughout the
intersection, as well as improve pavement friction.
Safety
Payoff
Time
Frame
Cost
Responsible
Agency
Low
Mid-term
High
MassDOT
Low
Short-term
Low
MassDOT
Pavement Markings
Markings will be refreshed as part of the intersection
improvements project.
Pavement Markings
Stripe the northbound approach on Fall River Avenue as two
Medium
lanes.
Short-term
Low
MassDOT
Pavement Markings
Install lane use arrows for the existing northbound and
eastbound lane configurations.
Medium
Short-term
Low
MassDOT
Pavement Markings
Once the project is implemented to include exclusive left
turn lanes on the northbound, southbound, and east bound
approaches, update and install appropriate lane use arrows
for these approaches.
Medium
Mid-term
Low
MassDOT
Pavement Markings
Install sharrows to accommodate bicyclists safely through
the corridor.
Medium
Mid-term
Low
MassDOT
Lane Geometry –
Markings
Provide two delineated approach lanes on both approaches
of Fall River Avenue to include an 11 foot exclusive left turn
lane, a 13 foot shared through/ right turn lane, a 13 foot
Medium
receiving lane, and two foot shoulders with a minimum of 5.5
foot sidewalks on both sides of the street.
Mid-term
High
MassDOT
Lane Geometry –
Markings
Provide two delineated approach lanes on the eastbound
approach of County Street to include a 10 foot exclusive left
turn lane, a 13 foot shared though/right-turn lane, a 13 foot
Medium
receiving lane, and one foot shoulders and a minimum of 5.5
foot sidewalk on both sides of the street.
Mid-term
High
MassDOT
Lane Geometry –
Markings
The westbound approach will remain a single general
purpose approach lane, however, the cross section will be
modified to provide 12 foot travel lanes, five foot shoulders,
and 5.5 foot minimum sidewalks.
Mid-term
High
MassDOT
Medium
Page 21
Safety
Payoff
Time
Frame
Cost
Responsible
Agency
Relocate utility poles on each of the corners of the
intersection to safe locations in which roadway right-of-way
can be maximized.
Low
Mid-term
Medium
MassDOT
Lane Geometry –
Truck Radii
Place the stops bars for the exclusive left turn lanes farther
back from the intersection to allow ample room for trucks to
execute right turn maneuver.
Low
Mid-term
Low
MassDOT
Excessive Queuing
Install left turn lanes on the northbound, southbound, and
east approaches as well as protective/permissive phasing
with the flashing yellow arrow traffic control for the
northbound and eastbound approaches.
Medium
Mediumterm
Medium
MassDOT
Signal Equipment
Install backplates with retroreflective borders.
Low
Mid-term
Low
MassDOT
Signal Equipment
Install additional signal heads for approaches implementing
the “flashing yellow arrow” control.
Medium
Mid-term
Medium
MassDOT
Signal EquipmentPedestrian
Accommodations
Upgrade to current ADA standards with pedestrian heads
with countdown display and new audio and vibro-tactile
pedestrian push buttons.
Medium
Mid-term
Medium
MassDOT
Signal EquipmentOpticom
Install additional Opticom receivers mounted on extensions
to improve line of sight for emergency vehicles.
Medium
Short-term
Low
Town of
Seekonk
Signal Timing –
Clearance Intervals
Evaluate yellow and red clearance times and set to current
standards.
High
Short-term
Low
MassDOT
Grading
Adjust grading on County Street to provide a clear line of
sight for both approaches.
Medium
Long-Term
High
MassDOT
Bicycle
Accommodations
Install sharrows on all approaches to the intersection.
Low
Mid-term
Low
MassDOT
Pedestrian
Accommodations
Replace all sidewalk with 5.5’ minimum Portland concrete
cement sidewalk with granite curb edging to delineate user
space.
Low
Mid-term
High
MassDOT
Safety Issue
Lane Geometry –
Utility Poles
Page 22
Safety Issue
Safety
Payoff
Time
Frame
Cost
Responsible
Agency
Pedestrian
Accommodations
Consider working with the public schools in the Town of
Seekonk to implement an education initiative that teaches
children how to correctly cross the street by use of the
pedestrian push buttons and signal heads. Also coordinate
with the Labonte Auto School just south of the intersection
on Fall River Avenue to educate students not only how to
cross properly as a pedestrians but also how to be aware of
pedestrians as a driver.
Medium
Long-Term
Low
Town of
Seekonk
Signage - Pedestrian
Install (R10-3e) signage on all corners of the intersection.
Accommodations
Medium
Mid-term
Low
MassDOT
Signage - Pedestrian Install “Turning Vehicles Yield to Pedestrians” (R10-15)
Accommodations
signage.
Medium
Short-term
Low
MassDOT
Signage
Install street signs for Fall River Ave (Route 114A) and
County Street on the overhead mast arms.
Low
Short-term
Low
MassDOT
Signage
Install guide signs for Interstate 195 in advance of the
intersection for the southbound, eastbound, and westbound
approaches.
Low
Short-term
Low
MassDOT
Signage
Remove all “No Left Turn 4PM-6PM” signage on the
northbound and southbound approaches once dedicated left
turn lanes are installed and protective/permissive phasing is
implemented.
Low
Mid-term
Low
MassDOT
Speeds
Consider speed study and zoning this section of Route 114A
and assign it a speed regulation.
Low
Short-term
Low
MassDOT
Access Management
Consider restricting left turns out of the commercial
driveways on Route 114A.
Medium
Mid-term
Low
MassDOT
Access Management
Coordinate with owners of Dunkin Donuts and the Gulf
Station to arrange a shared parking arrangement.
Low
Mid-term
Low
Town of
Seekonk
Medium
Short-term
Medium
Town of
Seekonk
Coordinate with the owner of the Gulf gas station to narrow
curb cuts or even close the two closest driveways to the
Access Management intersection. Also consider applying strategies such as
speed humps or making on driveway an entrance or exit
only to discourage cut-through traffic.
Page 23
Safety Issue
Safety
Payoff
Time
Frame
Cost
Responsible
Agency
Access Management
Prohibit parking north of Dunkin Donuts on Fall River to
improve sight line for vehicles exiting the Dunkin Donuts
Medium
Short-term
Low
MassDOT
Vegetation
Perform seasonal trimming to vegetation encroaching signal
equipment as well as any vegetation that may potentially
obstruct safe sight distance along all approaches to the
intersection.
Medium
Short-term
Low
Town of
Seekonk
Page 24
Appendix A. RSA Meeting Agenda
Road Safety Audit
Seekonk – Luther’s Corner
Fall River Avenue (Rte 114A) at County Street
Meeting Location: Seekonk Town Hall
Selectmen’s Meeting Room
100 Peck Street, Seekonk, MA 02771
Tuesday, July 22, 2014
10:00 AM – 12:00 noon
Type of meeting:
High Crash Location – Road Safety Audit
Attendees:
Invited Participants to Comprise a Multidisciplinary Team
Please bring:
Thoughts and Enthusiasm!!
10:00 AM
Welcome and Introductions
10:15 AM
Review of Site Specific Material
 Crash, Speed & Volume Summaries– provided in advance
 Existing Geometries and Conditions
11:00 AM
Visit the Site
 Drive to Fall River Avenue (Route 114A) at County Street
 As a group, identify areas for improvement
11:30 AM
Post Visit Discussion / Completion of RSA
 Discuss observations and finalize findings
 Discuss potential improvements and finalize recommendations
12:00 noon
Adjourn for the Day – but the RSA has not ended
Instructions for Participants:
 Before attending the RSA on Tuesday, July 22nd, participants are encouraged to
drive through the intersection and complete/consider elements on the RSA Prompt
List with a focus on safety.
 All participants will be actively involved in the process throughout. Participants
are encouraged to come with thoughts and ideas, but are reminded that the
synergy that develops and respect for others’ opinions are key elements to the
success of the overall RSA process.
 After the RSA meeting, participants will be asked to comment and respond to the
document materials to assure it is reflective of the RSA completed by the
multidisciplinary team.
Appendix B. RSA Audit Team Contact List
Participating Audit Team Members
Date:
July 22, 2014
Location:
Seekonk Town Hall 100 Peck Street
Audit Team Members
Agency/Affiliation
Email Address
Phone Number
Nelson Borges
MassDOT – District 5
Projects
Nelson.Borges@state.ma.us
508-542-3637
David Cabral
Town of Seekonk – Town
Engineer
dcabral@seekonk-ma.gov
508-336-7407
Shawn Cadime
Administrator
scadime@seekonk-ma.gov
508-336-2912
Lisa Estrela-Pedro
Southeastern Regional
Planning and Economic
Department (SRPEDD)
lestrela@srpedd.org
508-824-1367
Edward Feeney
MassDOT – District 5 Traffic
edward.feeney@state.ma.us
Ops
508-888-4242
John Hansen
Planner
jhansen@seekonk-ma.gov
508-336-2962
Captain Michael Healy
Fire Department – Town of
Seekonk – Fire Captain
mhealy@seekonkfd.com
508-336-8510
Chief Alan Jack
Fire Department - Town of
Seekonk – Fire Chief
ajack@seekonkfd.com
508-336-8510
ext. 0
Barbara Lachance
MassDOT – District 5 Traffic
Barbara.Lachance@dot.state.ma.us
Ops
508-884-4260
Robert Lamoureux
Town of Seekonk DPW Superintendent
508-336-7407
Chief Craig Mace
Police Department – Town of
macc@seekonkpd.com
Seekonk – Chief of Police
508-336-8123
ext. 1025
Promise O’Taluka
FHWA MA Division
Promise.otaluka@dot.gov
617-494-2528
Lisa Schletzbaum
MassDOT – Highway
Division – Safety Section
lisa.schletzbaum@state.ma.us
857-368-9634
Jacqueline Schmidt
Southeastern Regional
Planning and Economic
Department (SRPEDD)
jschmidt@srpedd.org
508-824-1367
Jason W alters
MassDOT – District 5
Projects
Jason.Walters@state.ma.us
508-884-4370
Erica Guidoboni
eguidoboni@gpinet.com
978-570-2942
Nicole Rogers
nrogers@gpinet.com
978-570-2985
rlamourueux@seekonk-ma.gov
Appendix C. Detailed Crash Data
MAX-2013087.00 Luther’s Corner- Seekonk, MA
Number of Collisions
Location
Total
Average
per Year
Crash
Ratec
Severitya
PD
PI
Collision Typeb
F
CM
Percent During
RE
HO
FO
Ped
Other
Commuter
Peakd
Wet/Icy
Conditions
Seekonk Police Department (2011-2014)
Fall River Avenue (Route 114A) at
County Street
39
13
1.23
31
8
-
12
19
-
1
-
7
23%
15%
Dunkin Donuts
6
2
0.28
6
-
-
3
3
-
-
-
-
17%
33%
Gulf Station
7
2.33
0.33
7
-
-
5
2
-
-
-
-
0%
0%
Labonte Auto School
1
0.33
0.05
1
-
-
-
-
-
-
-
1
0%
0%
Jerry Lane
1
0.33
0.05
1
-
-
1
-
-
-
-
-
0%
0%
County Street at Gulf
2
0.67
0.19
2
-
-
2
-
-
-
-
-
50%
50%
County Street at Hair’s To You Salon
2
0.67
0.19
2
-
-
2
-
-
-
-
-
50%
50%
Source: Seekonk Police Department Records (2011-2013)
a
PD = property damage only; PI = personal injury; F = fatality.
b
CM = cross movement/angle; RE = rear end; HO = head on; FO = fixed object; Ped = pedestrian.
c
Measured in crsahes per million entering vehicles.
d
Percent of vehicle collisions that occurred during the weekday AM and weekday PM commuter peak periods.
Collision Summary (2009-2013)
INTERSECTION CRASH RATE WORKSHEET
CITY/TOW N : Seekonk
DISTRICT :
5
COUNT DATE :
UNSIGNALIZED :
SIGNALIZED :
X
Fall River Avenue
MINOR STREET(S) :
County Street
North
DIAGRAM
3
(Label Approaches)
4
County St
2
County St
Fall River
Ave (Rte
114A)
INTERSECTION
Fall River
Ave (Rte
114A)
MAJOR STREET :
1
~ INTERSECTION DATA ~
PEAK HOUR VOLUMES
APPROACH :
1
2
3
4
DIRECTION :
SB
NB
EB
WB
PEAK HOURLY
VOLUMES (AM/PM) :
875
895
620
250
" K " FACTOR :
0.091
TOTAL # OF CRASHES :
39
INTERSECTION ADT ( V ) = TOTAL DAILY
APPROACH VOLUME :
# OF YEARS
:
CRASH RATE CALCULATION :
Project Title & Date:
5
1.23
3
RATE =
AVERAGE # OF
CRASHES PER YEAR (
A):
Total Peak
Hourly
Approach
Volume
2,640
29,011
13.00
( A * 1,000,000 )
( V * 365 )
Luther's Corner
DOT Crash Data
COLLISION DIAGRAM
Seekonk, Massachusetts
Source of Crash Reports:
Seekonk Police (2011-2013)
Collision Diagram
Analysis Period : 2011-2013
Seekonk, Massachusetts
Luther's Corners- Seekonk, Massachusetts
Seekonk PD Local Crash Data (2011-2014)
#
Manner of Collision
Light Condition
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
2/1/2011
2/17/2011
3/29/2011
7/1/2011
7/18/2011
7/25/2011
7/26/2011
8/4/2011
8/15/2011
8/20/2011
9/1/2011
11/28/2011
12/14/2011
12/16/2011
1/19/2012
Crash Date
Tuesday
Thursday
Tuesday
Friday
Monday
Monday
Tuesday
Thursday
Monday
Saturday
Thursday
Monday
Wednesday
Friday
Thursday
Crash Day
8:20
7:37
18:41
12:00
16:47
15:27
15:30
21:06
9:05
9:32
17:13
17:05
16:16
12:19
23:10
Time of Day
Sideswipe, same direction
Rear-end
Rear-end
Angle
Rear-end
Rear-end
Rear-end
Angle
Angle
Rear-end
Angle
Angle
Angle
Angle
Daylight
Daylight
Daylight
Daylight
Daylight
Daylight
Daylight
Dark-lighted roadway
Daylight
Daylight
Daylight
Daylight
Daylight
Daylight
Snow/Sleet, Hail, Frozen Rain
Clear/Clear
Clear/Clear
Clear/Clear
Cloudy/Rain
Cloudy/Cloudy
Clear/Clear
Clear/Clear
Rain/Cloudy
Cloudy/Cloudy
Clear/Clear
Clear/Clear
Cloudy/Cloudy
Clear/Clear
Cloudy/Snow
Weather Condition
Road Surface
Driver Contributing Code
Seekonk Local Crash Data (2011-2014)
Snow
Unknown
Dry
No improper driving
Dry
Followed too closely
Dry
Inattention
Wet
Failed to right of way
Dry
Dry
History Heart/Epilepsy/Fainting
Dry
Inattention
Wet
Dry
Dry
Dry
Dry
Inattention
Dry
Unknown
Snow
Driving too fast for conditions
16
17
18
19
20
21
22
2/9/2012
2/17/2012
3/3/2012
3/16/2012
3/29/2012
4/23/2012
5/9/2012
Thursday
Friday
Saturday
Friday
Thursday
Monday
Wednesday
7:59
9:23
8:37
9:05
8:02
17:39
5:00
Angle
Rear-end
Rear-end
Rear-end
Rear-end
Single Vehicle Crash
Daylight
Daylight
Daylight
Daylight
Daylight
Dusk
Dawn
Clear/Clear
Cloudy/Cloudy
Snow/Snow
Cloudy/Cloudy
Rain/Rain
Cloudy/Cloudy
Rain/Rain
Dry
Dry
Wet
Dry
Wet
Dry
Wet
Failure to keep in proper lane or running off road
Inattention
Other improper action
Inattention
Inattention
23
5/9/2012
Wednesday
13:47
Rear-end
Daylight
Rain/Raub
Wet
Unknown
24
5/15/2012
Tuesday
17:15
Angle
Daylight
Rain/Rain
Wet
25
26
27
28
29
30
31
32
33
6/15/2012
6/24/2012
7/2/2012
7/5/2012
8/9/2012
8/14/2012
9/18/2012
9/29/2012
11/21/2012
Friday
Sunday
Monday
Thursday
Thursday
Tuesday
Tuesday
Saturday
Wednesday
8:12
16:15
9:46
11:59
18:37
12:06
16:55
17:05
13:51
Sideswipe, opposite direction
Rear-end
Angle
Angle
Rear-end
Rear-end
Sideswipe, opposite direction
Angle
Rear-end
Daylight
Daylight
Daylight
Daylight
Daylight
Daylight
Daylight
Daylight
Daylight
Clear/Clear
Clear/Clear
Cloudy/Cloudy
Clear/Clear
Clear/Clear
Clear/Clear
Cloudy/Cloudy
Cloudy/Cloudy
Clear/Clear
Dry
Dry
Dry
Dry
Dry
Dry
Dry
Dry
Dry
34
35
36
37
38
39
40
41
42
43
12/11/2012
2/20/2013
2/22/2013
3/5/2013
3/13/2013
3/29/2013
4/28/2013
5/30/2013
6/17/2013
7/1/2013
Tuesday
Wednesday
Friday
Tuesday
Wednesday
Friday
Sunday
Thursday
Monday
Monday
11:16
16:24
9:23
17:35
8:03
11:21
12:50
16:20
7:21
21:30
Angle
Angle
Rear-end
Rear-end
Rear-end
Rear-end
Angle
Daylight
Daylight
Daylight
Dark-roadway not lighted
Daylight
Daylight
Daylight
Daylight
Daylight
Clear/Clear
Clear/Clear
Cloudy/Cloudy
Clear/Clear
Clear/Clear
Clear/Clear
Clear/Clear
Clear/Clear
Clear/Clear
Cloudy/Cloudy
44
45
46
7/2/2013
7/13/2013
7/26/2013
Tuesday
Saturday
Friday
19:08
15:40
11:16
Angle
Rear-end
Angle
Daylight
Daylight
Daylight
47
48
49
50
51
52
53
54
55
56
57
58
8/12/2013
8/26/2013
9/24/2013
9/24/2013
9/26/2013
10/11/2013
10/24/2013
11/13/213
11/14/2013
11/22/2013
12/13/2013
12/21/2013
Monday
Monday
Tuesday
Tuesday
Thursday
Friday
Thursday
Wednesday
Thursday
Friday
Friday
Saturday
14:50
11:21
8:55
12:27
17:27
12:53
9:58
15:18
12:12
8:59
16:21
11:24
Angle
Rear-end
Angle
Rear-end
Angle
Angle
Angle
Angle
Angle
Rear-end
Angle
Rear-end
Daylight
Daylight
Daylight
Daylight
Daylight
Daylight
Daylight
Daylight
Daylight
Daylight
Dusk
Daylight
Ages
40
37
29
75
75
46
20
51
47
41
32
25
81
83
25
61
38
65
26
30
35
55
48
81
87
28
21
55
56
24
Comments
NB Vehicle trying to pass on right on Fall River Ave.
Truck wide turn
Inattetntion
Inattetntion
Inattention
Inability to see traffic signal, blocked by truck
Medical Problem
Inattetntion
Right turn on red
Right turn on red
Inattetntion
Executed left turn during prohibited times (4-6 pm) as posted at intersection
Stopped to let vehicle go and then was caught in middle of intersection
Did not stop/pull over for emergency vehicle
Slid on snowy pavement
40
50
28
59
43
40
28
75
75
49
48
50
45
No improper driving
Inattention
Inattention
Inattention
The driver heading south waved on the driver travleing north trying to take a left into Dunkin
Donuts when another SB vehicle passed on right and collided with left turning vehicle.
Wide right turn
26 Slid on wet pavement
Inattention
Slid on wet pavement
Inattention
Lost control of car
The driver heading south waved on a vehicle waiting t turn left into Dunkin Donuts and was
rear-ended by a driver who claims he slid on the wet oily pavement
48 54
An eastbound vehicle stopped and waved on the vehicle exiting the gas station. The exiting
vehicle collided with eastbound vehicle travling in right turn only lane.
39 43
Westbound vehicle turn right into gas station cause vehicle behind to stop slightly in the
intersectoin and was hit by eastbounf left turning vehicle.
55 57
38 26
Inattention
81 25
Did not correctly jump gap in traffic to safely take permitted left turn
26 20
Failure to yield on left turn
61 19
Inattention
23 33
NB Vehicle stopped waiting to turn left into gas station was rear-ended
40 55
Inattention
62 40
Failed to yield on left turn
61 56
Inattention
Dry
Dry
Dry
Dry
Dry
Dry
Dry
Dry
Dry
Dry
No improper driving
Unknown
Inattention
Inattention
Failure to keep in proper lane or running off road
Inattention
75
48
19
42
40
41
45
66
21
20
25
46
71
64
64
76
66
58
41
71
Clear/Clear
Clear/Clear
Rain/Cloudy
dry
Dry
Wet
Unknown
67
88
62
32
19
53
Vehicle exiting gas station felt as though the soutjhbound vehicle was letting her go.
Truck utility door opend and slammed into other vehicle
Failed to yield on right turn
Inattention- hit and run
Driver sneezed and rear-ended vehicle in front
Inattention
Eastbound vehicle tried to pass on right in a single lane before it splits into two
Inattention
Southbound vehicle waived on exiting vehicle from gas station then proceeded anyways an
the two vehicles collided
Inattention
Clear/Clear
Clear/Clear
Clear/Clear
Clear/Clear
Clear/Clear
Clear/Clear
Clear/Clear
Clear/Clear
Clear/Clear
Rain/Rain
Clear/Clear
Clear/Clear
Dry
Dry
Dry
Dry
Dry
Dry
Dry
Dry
Dry
Wet
Dry
dry
Inattention
Disregarded traffic signs, signals, road markinsg
Glare
Inattention
Inattention
38
56
37
38
54
24
59
48
43
32
56
64
50
44
23
46
33
70
34
19
49
31
26
83
Eastbound vehicle was stoped to let westbound left turning vehcile go but turning vehicle did
not see eatbound vehicle traveling in right turn only lane and the two collided.
Inattention
Inattention
Binded by sun glare
Failure to yield on right turn
Slid on wet pavement
Inattention
Crash Data Summary Charts
Crash Month
20%
17%
15%
12%
12%
10%
10%
10%
9%
9%
Nov
Dec
7%
5%
5%
3%
3%
2%
0%
Jan
Feb
Mar
Apr
May
Jun
Jul
Aug
Sept
Oct
Crash Day of Week
25%
20%
21%
19%
17%
15%
19%
12%
9%
10%
3%
5%
0%
Monday
Tuesday
Wednesday
Thursday
Friday
Saturday
Sunday
Crash Time of Day
30%
24%
25%
24%
20%
16%
15%
10%
9%
10%
5%
5%
3%
5%
2%
2%
0%
0%
12AM2AM
2AM4AM
0%
6AM8AM
8AM10AM
10AM12PM
12PM2PM
2PM4PM
4PM6PM
6PM8PM
8PM10PM
10PM12AM
4AM6AM
Crash Manner of Collision
50%
41%
43%
40%
30%
20%
10%
10%
3%
2%
0%
0%
0%
Head-on
Rear-to-Rear
Unknown
0%
Single Vehicle
Crash
Town of Seekonk (2011-2013)
Rear-end
Angle
Sideswipe,
same
direction
Sideswipe,
opposite
direction
June 2014
Crash Data Summary Charts
Crash Light Condition
100%
90%
80%
70%
60%
50%
40%
30%
20%
10%
0%
88%
Daylight
5%
2%
3%
Dawn
Dusk
2%
0%
Dark - Lighted Dark - Roadway Dark - Roadway
Roadway
not lighted
lighting
unknown
0%
0%
Other
Unknown
Crash Weather Condition
70%
62%
60%
50%
40%
30%
19%
20%
14%
10%
3%
2%
0%
0%
0%
0%
Other
Unknown
0%
0%
Clear
Cloudy
Rain
Snow
Sleet, Hail, Fog, Smog,
Severe
Blowing
Freezing
Smoke
Crosswinds sand, snow
Rain
Crash Road Surface
90%
80%
70%
60%
50%
40%
30%
20%
10%
0%
81%
16%
Dry
Wet
3%
0%
0%
0%
0%
0%
0%
Snow
Ice
Sand, mud,
dirt, oil,
gravel
Water
(standing,
moving)
Slush
Other
Unknown
Crash Driver Ages
50%
47%
45%
40%
33%
35%
29%
30%
29%
25%
21%
20%
15%
16%
12%
12%
10%
5%
0%
15-20
Town of Seekonk (2011-2013)
21-29
30-39
40-49
50-59
60-69
70-79
80+
June 2014

Fall River Avenue (Route 114A) at County Street

Transcription

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