ROAD SAFETY AUDIT
Route 133 (Lowell St) at Greenwood/Lovejoy
Route 133 (Lowell St) at Beacon Street/Shawsheen Rd
Route 133 (Lowell St) at N. Main Street/Route 28
RSA: January 29, 2014
RSA Report Draft: February 7, 2014
RSA Report Revised: February 26, 2014
RSA Report Revised: July 18, 2014
RSA Report Revised: August 21, 2015
RSA Report Revised: September 3, 2015
Prepared For:
MassDOT
On Behalf Of:
Prepared By:
Road Safety Audit— Route 133 (Lowell St) at Greenwood, Beacon, and N. Main Street
Design Consultants, Inc.
Table of Contents
Background………………………………………………………………………………………………...1
Project Data……………………………………………………………………………………….………..2
Project Location and Description...……………………………………………………………………….15
Audit Observations and Safety Enhancements…..……………………………………………………….18
List of Figures
Figure 1. Road Safety Audit (RSA) Study Area…………………………………………………..……….5
Figure 2A. Lowell St (Rte 133) at Lovejoy Rd / Greenwood Rd.…………………………………..……..6
Figure 2B. Lowell St (Rte 133) at Beacon / Shawsheen / Reservation Rd...………………………..……..7
Figure 2C. Lowell St (Rte 133) at N. Main (Rte 28) / Poor / Haverhill St………………………….……..8
Figure 3A. Lowell St (Rte 133) at Lovejoy Rd / Greenwood Rd Collision Diagram…………………….12
Figure 3B. Lowell St (Rte 133) at Beacon / Shawsheen / Reservation Rd Collision Diagram.…………..13
Figure 3C. Lowell St (Rte 133) at N. Main (Rte 28) / Poor / Haverhill St Collision Diagram.…………..14
Figure 4A. Greenwood Rd Offset with Lovejoy Rd – Issue…………………………………..…………..19
Figure 4B. Greenwood Rd Tight Radii, Vegetation, Signal Post – Issue……………………..…………..19
Figure 4C. Lack of Pedestrian Accommodations – Issue………………….….…………………………..20
Figure 4D. Only 1 Signal Visible – Issue…………………….……………………….…………………..21
Figure 5A. Beacon Street SB Alignment – Issue…..….…….……………………….….………………..23
Figure 5B. Shawsheen Raised Median and Signal Post - Issue……………………...….………………..23
Figure 5C. SW Quadrant Radii and Reservation Road - Issue……………………...….……….………..25
Figure 6. Consolidate Intersection – Potential Solution…………………..………....….……….………..27
Figure 7. Proposed Lowell Street Cross Section – Potential Solution………………….……….………..29
List of Tables
Table 1. Participating Road Safety Audit Team Members………………………………………………..2
Table 2. Traffic Volumes and Growth Rates…………….………………………………………………..4
Table 3. Intersection Crash Rates………….…………….………………………………………………..9
Table 4. Crash Conditions and Severity..….…………….………………………………………………..9
Table 5. Crash Types…………………...….…………….……………………………………………….10
Table 6. Crash Datasets………………...….…………….……………………………………………….11
Table 7A/B/C. Potential Safety Enhancements Summary..….….……………………………………….31
List of Photos
Photo 1. RSA Team on Site at Lovejoy Rd approach Lowell Street……………………………………..3
Photo 2. Existing TS-1 Traffic Signal Controller at N. Main Street with 1992 Firmware……………….17
List of Appendices
Appendix A.
Appendix B.
Appendix C.
RSA Audit Team Contact List
RSA Meeting Agenda and Background Materials
Detailed Crash Data
Road Safety Audit— Route 133 (Lowell St) at Greenwood, Beacon, and N. Main Street
Design Consultants, Inc.
Background
Due to substantial ongoing, past and proposed development in the area, combined with substandard and
aging roadway infrastructure, there is a recognized need for safety and capacity improvements on the
section of Route 133 from its intersection with Greenwood Road/Lovejoy Road to its intersection with N.
Main Street (Route 28).
The Route 133 (Lowell Street) intersections at Greenwood Road/Lovejoy Road, Beacon
Street/Shawsheen Road, and N. Main Street (Route 28) operate with antiquated traffic control equipment,
poor channelization and geometrics. As a result, these intersections are inherently inefficient and do not
promote safety to motorists, pedestrians and bicyclists alike.
Public safety and government officials have long noted the need to upgrade this section of road in its
current condition and amount of use. In a March 31, 2011, article in the Andover Patch newspaper,
Andover Police named the signalized project area intersections on Lowell Street among the most
accident-prone in town. The Merrimack Valley Planning Commission (MVPC) “Merrimack Valley
Priority Growth Strategy” Report from 2009 acknowledges the desirability of improving the section of
road, noting that bicycle and pedestrian access to the neighborhoods along the route requires
improvement.
Of additional concern for the corridor is the project area’s proximity to four schools, all of which are
within one-half mile of problem intersections. All of these schools are active with the State’s Safe Routes
to School program. The substandard state of these intersections and minimal pedestrian amenities (such as
a large crossing distance with insufficient pedestrian crossing times) detracts from the community’s
ability to offer safe and comfortable routes for children to walk or bicycle to and from school.
Published MassDOT high crash locations maps indicate the intersection of Route 133 (Lowell Street) at
N. Main Street (Route 28) is on the Highway Safety Improvement Program (HSIP) Crash Cluster for
Years 2009 through 2011. The HSIP Crash Cluster represents the top 5% high crash location list for the
Merrimack Valley Planning Commission Region. A HSIP Crash Cluster includes crashes within 75 feet
of each other and 3 years of data for each “Year”. In the 2011 Crash Cluster List (which includes 2010
and 2009 data), there were 22 crashes, of those, 6 were injury-related and the intersection had an
Equivalent Property Damage Only (EPDO) value of 46. In the 2010 List (which includes 2009 and 2008
data), there were 30 crashes, of those, 8 were injury-related and the intersection had an Equivalent
Property Damage Only (EPDO) value of 62. In the 2009 List (which includes 2008 and 2007), there were
36 crashes, of those, 9 were injury-related and the intersection had an Equivalent Property Damage Only
(EPDO) value of 72.
The intersection of Route 133 (Lowell Street) at Beacon Street/Shawsheen Road is also on the top 5%
high crash location list for the Merrimack Valley Planning Commission Region for 2009 (representing
data from 2007, 2008, and 2009). In the 2009 Crash Cluster List, there were 26 crashes, of those, 6 were
injury-related and the intersection had an Equivalent Property Damage Only (EPDO) value of 50.
Page 1
Road Safety Audit— Route 133 (Lowell St) at Greenwood, Beacon, and N. Main Street
Design Consultants, Inc.
Project Data
The Road Safety Audit (RSA) was held on January 29, 2014 (Wednesday) from 10:00 AM to 1:30PM at
200 Brickstone Square in Andover and in the field at the three intersections. The RSA team members in
attendance are shown in Table 1. All those invited to participate in the RSA are included in
Attachment A.
Table 1: Participating Road Safety Audit Team Members
Audit Team Member
Agency
Art Martineau
Amos Fernandes
Charles Edgerly
Connie Raphael
Corey O'Connor
Dan Godefroi
David Giangrande
Fran Shea
Jim Terlizzi
Lisa Schletzbaum
Lisa Schwarz
Mary Lu Walsh
Pat Keefe
Paul Materazzo
Ray Cormier
Sara Timoner
Todd Pomerleau
Tony Komornick
Town of Andover - Engineering
Design Consultants, Inc.
Town of Andover - Police
MassDOT-District 4
MassDOT
Office of Senator Barry Finegold
Design Consultants, Inc.
Brickstone Square CB Richard & Ellis
Merrimack Valley Planning
MassDOT
Town of Andover - Planning
Town of Andover - Schools
Town of Andover - Police
Town of Andover - Planning
Resident
MassDOT-District 4
Town of Andover - Fire Rescue
Merrimack Valley Planning
After the review and discussion of the site specific background material and issues, the RSA team went
out to the field as a group to review conditions and identify areas of improvement. It should be noted that
while potential solutions were not formally discussed as a focus point, in the progression of discussing
issues, some feedback and responses from the team members did include suggested mitigation/solutions.
Following the field review, the RSA team briefly re-grouped at 200 Brickstone Square to discuss the
Audit. The RSA concluded at approximately 1:30PM.
Page 2
Road Safety Audit— Route 133 (Lowell St) at Greenwood, Beacon, and N. Main Street
Design Consultants, Inc.
Photo 1: RSA Team on Site at Lovejoy Rd approaching Lowell Street
Page 3
Road Safety Audit— Route 133 (Lowell St) at Greenwood, Beacon, and N. Main Street
Design Consultants, Inc.
Background Materials Reviewed Prior to the RSA
With coordination with MassDOT, DCI provided background hard copy materials to the team at the RSA
and also sent them ahead of time in a PDF via email on January 14 and 20, 2014. The background
materials include the RSA Safety Prompt List, traffic volume data, roadway geometrics, and collision
diagrams of the following intersections:
•
•
•
Route (133) Lowell St at Greenwood/Lovejoy Road
Route (133) Lowell St at Beacon Street/Shawsheen Road
Route (133) Lowell St at N. Main Street (Route 28)
The entire data package sent out to the invitees prior to RSA and at the meeting is included in
Appendix B. This section summarizes that the background material data. Figure 1 shows the study area.
Figures 2A through 2C show the individual intersections.
Traffic Volumes & Growth Rates
Based on historical MassDOT traffic data on the subject roadways, AADT’s and growth rates were
estimated using linear regression for Year 2013 and Year 2033. As shown in Table 2, Lowell Street
carries approximately 24,000 vehicles per day west of Greenwood Road and has historically grown at
over 3% per year. East of Greenwood Road, Lowell Street carries 12,000 vehicles per day and has been
relatively flat in terms of traffic growth. East of Beacon Street, Lowell Street carries approximately
13,000 vehicles per day and has historically grown at 1% per year. East of N. Main Street (and now
named Haverhill Street), the corridor carries roughly 15,000 vehicles per day and has been historically
flat in terms of traffic growth.
Table 2: Traffic Volumes and Growth Rates
AADT1
Roadway
Lowell Street
Lowell Street
Lowell Street
Lovejoy Rd
Greenwood Rd
Haverhill Street
N. Main Street
Shawsheen
Location
West of Greenwood Rd
East of Greenwood Rd
East of Beacon St
South of Lowell St
North of Lowell St
East of N. Main St
South of Lowell St
South of Lowell St
2013
23,664
11,950
12,603
6,280
5,379
14,612
18,975
10,133
2033
36,574
12,150
13,773
9,124
7,408
17,859
17,975
11,000
Annual Growth
% Hist.2
3.3%
-0.1%
1.0%
2.3%
2.3%
-0.4%
0.0%
0.4%
% Future3
2.7%
0.1%
0.5%
1.9%
1.9%
1.1%
-0.3%
0.4%
K
0.083
0.084
0.102
0.087
0.085
0.083
0.086
1
Estimated with linear regression
2
Historical growth rate from MassDOT data
3
Projected growth rate using MassDOT data
Page 4
Figure 1: Road Safety Audit (RSA) Study Area
Legend
Route 133 (Lowell St) Corridor
Intersections with Safety Issues
Figure 2A: Lowell St (Rte 133) at Lovejoy Rd / Greenwood Rd
Figure 2B: Lowell St (Rte 133) at Beacon / Shawsheen / Reservation Rd
Figure 2C: Lowell St (Rte 133) at N. Main (Rte 28)/ Poor / Haverhill St
Road Safety Audit— Route 133 (Lowell St) at Greenwood, Beacon, and N. Main Street
Design Consultants, Inc.
Crash Data
In late December 2013, the Andover Public Safety Department provided detailed Police crash reports for
the study intersections for 4 years - Years 2010 through to December 2013. A crash rate summary for the
intersections is shown in Table 3. The detailed MassDOT crash rate worksheets and detailed collision
diagrams by year and by intersection are included in Appendix C. Table 4 shows a summary of the
severity/crash day conditions while Table 5 summaries the collision types recorded for the intersections.
Table 3: Intersection Crash Rates
East-West Road
North-South
Road
Lowell St (Rte
133)
Lowell St (Rte
133)
Lowell St (Rte
133) / Haverhill St
/ Riverina
Year
Total
Greenwood Rd /
Lovejoy Rd
2010
2011
2012
5
2
6
Beacon St /
Shawsheen Rd /
Reservation
2013
2010
2011
2012
8
10
1
5
2013
2010
2011
2012
6
9
12
8
2013
14
N. Main St
(Route 28) /
Poor St /
Balmoral
Avg
Crashes /
Year
Avg
Crash
Rate
(Crashes
per MEV)
MassDOT
D4 Avg.
(Crashes
per MEV)
5.3
0.66
0.77
5.5
0.72
0.77
10.8
0.75
0.77
Table 4: Crash Conditions and Severity
East-West
Road
North-South
Road
Lowell St (Rte
133)
Greenwood
Rd / Lovejoy
Rd
Lowell St (Rte
133)
Beacon St /
Shawsheen
Rd /
Reservation
Lowell St (Rte
133) /
Haverhill St /
Riverina
N. Main St
(Route 28) /
Poor St /
Balmoral
Year
2010
2011
2012
2013
2010
2011
2012
2013
2010
2011
2012
2013
Severity
Injury
PDO
2
3
2
2
4
1
7
10
1
2
3
1
5
1
8
2
10
8
14
Conditions
Visibility Surface Unknown
1
2
2
2
2
2
2
1
4
1
1
1
2
2
4
2
1
1
1
2
1
2
3
2
1
3
Page 9
Road Safety Audit— Route 133 (Lowell St) at Greenwood, Beacon, and N. Main Street
Design Consultants, Inc.
Table 5: Crash Types
East-West
Road
North-South
Road
Lowell St (Rte
133)
Greenwood
Rd / Lovejoy
Rd
Lowell St (Rte
133)
Beacon St /
Shawsheen
Rd /
Reservation
Lowell St (Rte
133) /
Haverhill St /
Riverina
N. Main St
(Route 28) /
Poor St /
Balmoral
Year
2010
2011
2012
2013
2010
2011
2012
2013
2010
2011
2012
2013
Sideswipe
2
1
3
1
2
Rearend
2
2
3
1
2
2
3
3
Collision Type
Single
Angle
Veh
2
1
1
2
1
3
1
3
1
1
3
1
3
1
4
5
1
5
1
Ped/
Bike
1
1
-
Unknown
2
1
2
3
1
2
3
3
Lowell Street/Greenwood Road/Lovejoy Road Intersection
Based on Police crash records from Andover for Years 2010 through 2013, the following findings and
trends were identified through analysis of the Lowell Street intersection at Greenwood and Lovejoy Road:
•
•
•
Almost ¼ were crashes involving at least 1 injury.
1/3 of the crashes involved an angle crash.
Visibility issues or slippery surfaces may have contributed to up to 52% of the crashes.
Lowell Street/Beacon Street/Shawsheen Road Intersection
The intersection of Route 133 (Lowell Street) at Beacon Street/Shawsheen Road is on the top 5% high
crash location list for the Merrimack Valley Planning Commission Region for 2009 (representing data
from 2007, 2008, and 2009, i.e. HSIP Crash Cluster). A HSIP Crash Cluster includes crashes within 75
feet of each other and 3 years of data for each “Year”. In the 2009 Crash Cluster List (including data
from 2008 and 2007), there were 26 crashes, of those, 6 were injury-related and the intersection had an
Equivalent Property Damage Only (EPDO) value of 50.
Based on Police crash records from Andover for Years 2010 through 2013, the following findings and
trends were identified through analysis:
•
•
Almost 50% of the crashes involved an angle crash.
Visibility issues or slippery surfaces may have contributed to up to 64% of the crashes.
Page 10
Road Safety Audit— Route 133 (Lowell St) at Greenwood, Beacon, and N. Main Street
Design Consultants, Inc.
Lowell Street/North Main Street/Poor Street Intersection
Published MassDOT high crash locations maps indicate the intersection of Route 133 (Lowell Street) at
N. Main Street (Route 28) is on the Highway Safety Improvement Program (HSIP) Crash Cluster for
Years 2009 through 2011. A HSIP Crash Cluster includes crashes within 75 feet of each other and 3 years
of data for each “Year”. In the 2011 Crash Cluster List, there were 22 crashes, of those, 6 were injuryrelated and the intersection had an Equivalent Property Damage Only (EPDO) value of 46. In the 2010
Crash Cluster List, there were 30 crashes, of those, 8 were injury-related and the intersection had an
Equivalent Property Damage Only (EPDO) value of 62. In the 2009 Crash Cluster List, there were 36
crashes, of those, 9 were injury-related and the intersection had an Equivalent Property Damage Only
(EPDO) value of 72.
Based on Police crash records from Andover for Years 2010 through 2013, the following findings and
trends were identified through analysis:
•
•
•
Over 1/3 of the crashes involved an angle crash.
Almost 1/4 of the crashes involved a rear-end crash.
Visibility issues or slippery surfaces may have contributed to up to 53% of the crashes.
Crash Reporting Summary
The Andover Public Safety Department provided detailed Police crash reports for the study intersections
for Years 2010 through to December 2013. This data included the Lowell Street corridor and
approximately 150-200 feet of the intersecting side streets. This data is summarized for each intersection
in Figures 3A through 3C. For clarity, each year is summarized for each intersection in Appendix C.
With coordination with the MassDOT Statewide RSA Coordinator prior to the RSA, differences between
the Andover Police data set and the MassDOT crash data was identified. It appears that the number of
crashes from the Andover Police data set was less than actual. A summary is shown in Table 6. It should
be noted that the 2012 and 2013 data from MassDOT is not considered complete since municipalities are
still submitting 2012 and 2013 reports. The 2012 and 2013 MassDOT data was provided by the
MassDOT Statewide RSA Coordinator from their internal database (not publicly released at the time of
this writing). Based on the information provided by MassDOT, it appears there are more crashes at the
subject intersections than analyzed.
Table 6: Crash Datasets
Years 2010-2013
Location
Route 133 (Lowell Street) at
Greenwood Rd/Lovejoy Rd
Route 133 (Lowell Street) at
Beacon St/Shawsheen Rd
Route 133 (Lowell Street) at
N. Main St (Route 28)/Poor St
From Andover Police Records
From MassDOT
Number
of
Crashes
Crash Rate (Crashes
per Million Entering
Vehicles (MEV))
Number of
Crashes
Crash Rate
(Crashes per
Million Entering
Vehicles (MEV))
21
0.66
20
0.63
22
0.72
24
0.79
43
0.75
70
1.22
Page 11
Road Safety Audit— Route 133 (Lowell St) at Greenwood, Beacon, and N. Main Street
Design Consultants, Inc.
Project Location and Description
Roadway Corridor
Route 133 (Lowell Street) in Andover is a major arterial route running through the heart of a dynamic,
growing area of the Merrimack Valley. The road serves as an important traffic link as the first east-west
arterial south of I-495 (approximately 1 mile) in Massachusetts, extending from Tewksbury to the west,
through Andover connecting to North Andover to the east.
The section of Lowell Street/Route 133 constituting the project area is adjacent to I-93 at exits 43, 43a
and 43b, and runs eastward from its intersection with Greenwood Road/Lovejoy Road through the
intersection with Beacon Street/Shawsheen Road to the intersection with N. Main Street (Route 28). This
stretch helps connect I-93 with major employment centers (e.g., Raytheon, the IRS Facility), Andover’s
downtown area, and commuter rail stations. It also runs parallel to I-495 and is used as an alternate route
when I-93 is congested.
Given that the roadway connects these two major highways, it is a designated evacuation route as part of
the FHWA National Highway System and classified as a principal arterial by the FHWA.
Route 133 (Lowell Street) is a two-lane arterial connection that extends east from its interchange with I93 approximately ¼ mile to the Greenwood Road/Lovejoy Road intersection. Lowell Street then
continues east approximately one mile to the Beacon Street/Shawsheen Road intersection. The North
Main Street (Route 28) intersection (downtown area) is approximately 1.1 miles east of the Beacon
Street/Shawsheen Road intersection. Route 133 continues east beyond Route 28 as Haverhill Street and
connects to the town of North Andover.
The typical roadway section has an overall pavement width of approximately 28 feet that results in 2-foot
or less shoulder widths, which is substandard for bicycle accommodation. Narrow bituminous sidewalks
exist on the south side only and are in poor condition. The roadway exists within a right of way that varies
from 50 to 60 feet. The posted speed limit varies between 30 and 40 miles per hour (mph). Traffic signals
are provided at Greenwood/Lovejoy Road, Beacon Street / Shawsheen Road and the North Main Street
(Route 28) intersections.
Greenwood Road is a two-lane collector roadway that extends from its intersection with Route 133
northward through residential areas of Andover. The posted speed limit is 30 mph.
Lovejoy Road is a two-lane collector roadway within a 50-foot ROW that extends from its intersection
with Route 133 (Lowell Street) southward through predominantly residential areas. It connects with
Dascomb Road, which is an arterial feeding from the west into Andover Center and the downtown area.
Sidewalks are provided on the west side only. The Sanborn Elementary School is located on Lovejoy
Road, approximately ½ mile south of Route 133.
Beacon Street is a two-lane local collector roadway that extends from its intersection with Route 133
(Lowell Street) northward through predominant residential areas of Andover. The West Elementary
School is located on Beacon Street, approximately ½ mile north of Route 133. Beacon Street feeds into
Lawrence’s Mount Vernon neighborhood.
Page 15
Road Safety Audit— Route 133 (Lowell St) at Greenwood, Beacon, and N. Main Street
Design Consultants, Inc.
Shawsheen Road is a two-lane collector roadway, also with a 50-foot ROW that extends south from its
intersection with Route 133, providing access for residential areas near Route 133. It then connects to
residential areas and the town center beyond, as well as the Andover High School, West Middle School
and the J. Everett Collin Center for the Performing Arts (about ½-mile from Route 133). Shawsheen Road
also provides access to the commuter rail train station on Railroad Street. Sidewalks are generally
provided on the west side only.
North Main Street (Route 28) is an arterial roadway that provides 1 to 2 travel lanes in each direction.
Route 28 is a north-south roadway that runs through Andover from the Lawrence city line to the north to
the North Reading town line to the south. Route 28 connects with I-495, Andover Town Center, and
other major roadways within the town of Andover (such as Route 125). In the vicinity of the Route 133 /
Route 28 intersection, sidewalks are provided on both sides of Route 28.
Intersections
Route 133 (Lowell Street) at Greenwood/Lovejoy Road is a signalized 4-legged intersection with the two
side-street legs offset by about 20 feet. The Route 133 eastbound approach consists of a 10-foot wide
exclusive left-turn lane and 11-foot wide shared through/right-turn lane, with 1- to 2-foot marked
shoulders provided. The Route 133 westbound approach consists of a left turn lane and a shared through
right lane.
The Greenwood Road southbound approach consists of a 10-foot wide general purpose travel lane, with
no marked shoulders provided. The Lovejoy Road northbound approach consists of a 13.5-foot wide
general purpose travel lane, with no marked shoulders.
Route 133 (Lowell Street) at Beacon Street and Shawsheen Road is a signalized 4-legged intersection
with the two side street legs generally unaligned with each other. The Route 133 eastbound and
westbound approaches consist of 15-foot-wide general-purpose travel lanes. The westbound approach as a
channelized right turn slip lane onto northbound Beacon Street. The Beacon Street southbound approach
consists of a right turn lane and a shared left/through lane. The Shawsheen Road northbound approach
consists of a single wide general purpose lane on a curved alignment with a small channelization island.
The existing traffic signal operates under two-phase control with an exclusive pedestrian phase.
Crosswalks are provided across the south and east legs of the intersection.
Approximately 50 feet south of the Route 133 intersection is the unsignalized 3-legged intersection of
Shawsheen Road and Reservation Road. The Reservation Road approach consists of one general-purpose
lane with stop sign control.
Route 133 (Lowell Street) at N. Main Street (Route 28) and Poor Street is a signalized 5-legged
intersection. Poor Street is a one-way roadway away from the intersection. The Route 133 eastbound
approach provides a single travel lane, approximately 14 feet in width. The Route 133 westbound
approach provides two 10-foot wide lanes, a shared left-turn / through lane and an exclusive right-turn
lane. The two westbound lanes are provided for approximately 500 feet. The Route 28 northbound
approach provides three 10-foot wide lanes: an exclusive left-turn lane, a through lane, and a right-turn
lane. The left-turn lane is striped for approximately 80 feet. The Route 28 southbound approach provides
two general purpose 11-foot wide travel lanes (shared left-turn / through and shared through / right-turn
lanes). Protected left-turn movements are provided for the Route 28 northbound and southbound traffic,
with the northbound left turn having the lead phase, and the southbound left turn having the lag phase.
Page 16
Road Safety Audit— Route 133 (Lowell St) at Greenwood, Beacon, and N. Main Street
Design Consultants, Inc.
Photo 2: The existing TS-1 traffic signal controller at
Lowell St (Rte 133) / N. Main St (Route 28) with 1992 Firmware
Proposed Lowell Street/Route 133 Safety Project
The proposed Lowell Street/Route 133 safety project focuses on immediate roadway safety and capacity
improvements along the corridor. These improvements would include:
•
Channelization and geometric design upgrades to the signalized intersections at Greenwood
Road/Lovejoy Road, Beacon Street / Shawsheen Road, and North Main Street (Route 28);
•
New fully actuated traffic signals consistent with MUTCD (Manual of Uniform Traffic Control
Devices) standards;
•
Bicycle accommodation along the route;
•
ADA-accessible sidewalks and crosswalks;
•
Roadway resurfacing;
•
Improved signage; and
•
Improved access controls throughout the length of the project area.
Page 17
Road Safety Audit— Route 133 (Lowell St) at Greenwood, Beacon, and N. Main Street
Design Consultants, Inc.
Audit Observations & Safety Enhancements
The following safety issues and potential safety enhancements were discussed during the RSA.
Lowell Street/Greenwood Road/Lovejoy Road Intersection
•
The Greenwood Road and Lovejoy Road horizontal alignment is offset at Lowell Street (see
Figure 4A). This offset geometric issue may have contributed to the five angle crashes recorded at
the intersection (see Figure 3A). Offset geometry can send cars in undesirable trajectories,
pointing them into oncoming traffic and forcing them to make a corrective maneuver. This can
have an effect cars traveling on the offset alignment, as well as surrounding vehicles. A potential
solution to this issue is to:
o Acquire some ROW on the northwest quadrant of Greenwood and Lowell Street and
provide for better horizontal alignment.
•
The southbound approach on Greenwood Road has a small (tight) turning radius for the right turn
onto Lowell Street westbound. In combination with the tight turning radius, there are trees and
shrubbery that obstruct the view of Route 133 and a traffic signal pole located close to the
intersection right on the curb return. These issues are shown in Figure 4B and collectively may
have contributed to the fixed object and angle crashes at the intersection seen on Figure 3A.
Potential solutions to these issues are:
o Remove the trees and shrubbery on the northwest quadrant of the intersection
o Remove the signal post on the northwest quadrant and relocate the signal head to the
mast arm.
•
The pedestrian facilities at the intersection are substandard and don’t meet ADA requirements.
The lack of adequate sidewalk connectivity, sidewalk widths, pedestrian crossings at the
intersection with markings and pedestrian signal heads and timings, may have contributed to the
pedestrian crash seen on Figure 3A. There is only one marked crosswalk at the intersection
(crossing Lovejoy Road) and the other three approaches do not have a marked crosswalk. The
crossing on Lovejoy Road does not have pedestrian signal heads or push buttons – see Figure 4C.
The solutions are to:
o Provide ADA compliant sidewalks at the intersection,
o Install marked crosswalks and pedestrian signal heads with adequate crossing timings.
o The sidewalks should provide connectivity to the adjacent intersections on both sides of
Lowell Street.
•
There is a lack of signal visibility for northbound traffic on Lovejoy, as shown in Figure 4D. Only
1 signal head is visible on Lovejoy Road traveling north towards Lowell Street. The 2 signal
heads for northbound traffic are post mounted (and not overhead). This issue may have
contributed to the 1 rear-end and 2 angle collisions seen in Figure 3A. The rear end collision may
have been the result of a driver stopping short because they could not see the signal in time. The
angle collisions may have been the result of a drivers passing through the intersection after the
signal has changed from red to yellow, also due to reduced visibility of the signal. Potential
solutions to these issues are:
o Trim the trees and shrubbery on the southeast quadrant of the intersection
o Remove the signal head on the east and relocate the signal head to the mast arm
(overhead).
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Road Safety Audit— Route 133 (Lowell St) at Greenwood, Beacon, and N. Main Street
Design Consultants, Inc.
o
Signal re-design of intersection to have signal faces meet MUTCD cone of vision
requirements.
Figure 4A: Greenwood Road Offset with Lovejoy Road - Issue
Figure 4B: Greenwood Road Tight Radii, Vegetation, Signal Post - Issues
Page 19
Road Safety Audit— Route 133 (Lowell St) at Greenwood, Beacon, and N. Main Street
Design Consultants, Inc.
Figure 4C: Lack of Pedestrian Accommodations – Issue
Page 20
Road Safety Audit— Route 133 (Lowell St) at Greenwood, Beacon, and N. Main Street
Design Consultants, Inc.
Figure 4D: Only 1 Signal Visible – Issue
•
Due to the narrow lanes and signal post on the northwest quadrant, the westbound Lowell Street
traffic was observed to traverse and encroach the double yellow centerline (DYCL) on the west
leg of the intersection – see Figure 4B. This issue has the potential to cause head-on collisions.
Potential solutions to these issues are to:
o Trim the trees and shrubbery on the northwest quadrant of the intersection
o Remove the signal post and relocate the signal head
•
Signal timing and phasing is inadequate with unprotected left turns from Lowell Street onto
Greenwood and Lovejoy Road. The absence of protected left turn phasing at the intersection may
have contributed to the angle crashes seen in Figure 3A. Potential solutions to these issues are to:
o Install a new traffic signal controller
o Provide optimal and actuated signal timings
o Install protected or protected/permitted left turn signal heads for Lowell Street or
permitted with Flashing Yellow Arrow (FYA)
Page 21
Road Safety Audit— Route 133 (Lowell St) at Greenwood, Beacon, and N. Main Street
Design Consultants, Inc.

•
Consider Flashing Yellow Arrow (FYA) if the protected/permitted left turn is
utilized
The absence of a left turn lane on northbound Lovejoy Road may have contributed to the rear-end
collision seen on Figure 3A. Currently, Lovejoy Road is a single lane approach at Lowell Street –
see Figure 4D. However, northbound left turn volumes on Lovejoy Road headed to westbound
Lowell Street are high and may warrant an exclusive left turn lane. A solution to this issue is to:
o Widen Lovejoy Road to provide a new left turn lane along with a shared through right
lane. This would allow through and right traffic to bypass the left turn vehicles on
Lovejoy Road and help prevent rear end collisions.
Lowell Street/Beacon Street/Shawsheen Road Intersection
•
The horizontal alignment along Beacon Street and Shawsheen Road at Lowell Street may lead to
severe crashes. Driving southbound on Beacon Street at Lowell Street, vehicles in the left most
lane are designated to turn left or go through the intersection. This is shown in Figure 5A.
However, going through the intersection is not directed by the alignment. Drivers going through
the intersection are inclined to enter the northbound approach (wrong way) due to the alignment
and median. Drivers going south through the intersection have to veer to the right of the island in
order to enter the southbound receiving lanes on Shawsheen Road. This issue may contribute to 4
angle crashes seen at the intersection in Figure 3B. An additional issue with the southbound
approach may be the lane assignment where a queued left turn vehicle may cause an impatient
“through” vehicle to run a red light. Some potential solutions to this issue are:
o
Revise the lane assignment for the southbound Beacon Street approach at Lowell Street.
This would involve changing the existing lane assignment of a shared left/through lane
and a right turn lane to a left turn lane with a shared through/right lane.
Implement a protected left turn phase for the proposed southbound left turn on Beacon
Street. This would involve adding a new traffic signal controller and left turn signal head
in conjunction with vehicle detection for the movement.
The signal post on the raised median on Shawsheen Road has been hit numerous times according
to Police and is supported on Figure 3B with the fixed object collision. This is due to the location
of the raised median and post in conjunction with the horizontal alignment of Shawsheen Road
and Beacon Street. The current horizontal alignment of Beacon and Shawsheen Road at the
intersection directs through vehicles into the post and median – drivers have to steer around the
raised median from both sides of Lowell Street. Moreover, the raised median requires a 110
degree left turn maneuver from westbound Lowell Street to Shawsheen Road. This is shown in
Figure 5C. This movement is especially difficult for heavy vehicles. Some potential solutions are:
o Remove the median island on Shawsheen Road and signal post. Relocate the signal post
or relocate the signal head on a new mast arm to improve signal visibility.
o Add rumble strips in place of the median island to allow for emergency vehicles to
bypass traffic on Shawsheen Road during emergencies. This intersection is a key
intersection for Andover EMS due to the proximity of the Fire Station.
o
•
o
Short-term solution: Add dotted lane lines through the intersection to direct vehicles.
Page 22
Road Safety Audit— Route 133 (Lowell St) at Greenwood, Beacon, and N. Main Street
Design Consultants, Inc.
Figure 5A: Beacon Street Southbound Alignment - Issue
Figure 5B: Shawsheen Raised Median and Signal Post - Issue
•
The large turning radius on the southwest quadrant in combination with the proximity to
Reservation Road is a safety issue. The large turning radius encourages high speed right turns
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Road Safety Audit— Route 133 (Lowell St) at Greenwood, Beacon, and N. Main Street
Design Consultants, Inc.
from Lowell Street onto Shawsheen Road while Reservation Road intersects Shawsheen Road
approximately 40 feet downstream. This is shown in Figure 5C. The unsignalized intersection of
Reservation Road and Shawsheen Road is nearly 40 feet offset from Lowell Street. Three crashes
related to this issue can be seen in Figure 3B in the vicinity of the turning radius and Reservation
Road. Additionally, the Shawsheen Street name sign is located at Reservation road. Some
potential solutions are to:
•
•
o
Tighten the right turn radius and create a bulb out between Lowell Street and Reservation
Road. This will slow down right turn vehicles from Lowell Street to Shawsheen and
provide wider separation and definition between Lowell Street and Reservation Road.
o
Relocate the Shawsheen Street name sign from the Reservation Road intersection to the
Lowell Street intersection.
Pedestrian visibility, intersection crossings, and connectivity are substandard due to existing
vegetation, vertical and horizontal alignment of Shawsheen Road. Pedestrians situated on the
southeast quadrant particularly can’t be seen by northbound Shawsheen traffic and vice versa.
Some potential solutions include:
o
Provide pedestrian improvements such as ADA compliant pedestrians signal heads and
push buttons to facilitate pedestrian compliance (mainly school-aged kids walking
to/from school).
o
Provide adequate pedestrian crossing clearance times with the signal phasing in
accordance with MUTCD.
o
Remove vegetation that prohibits pedestrian visibility and sight distance.
o
Provide sidewalks with adequate width that connect to adjacent intersections.
o
It should be noted that during Walk to School days, the Police assist in crossing the
students at the intersection. The Police noted that they cross the students across 2 legs of
the intersection during 1 pedestrian phase. While the pedestrian phase is not long enough
for the group to cross both legs, with Police assistance this has been achieved.
Horizontal alignment on Lowell Street and offset alignment of Beacon and Shawsheen requires
eastbound and westbound left turns to pass each other before making a left turn. The north-south
double yellow center-lines are also offset. These issues may contribute to the various angle
crashes and 2 sideswipe crashes shown in Figure 3B. Some potential improvements include:
o
Re-examine the value of having the splitter island on Shawsheen Road. Without the
raised or painted island, there may be better alignment for the left turns to occur without
passing each other.
o
Consolidate the intersection crossing width by creating a bulb out between Lowell Street
and Reservation Road and replacing the raised median on Shawsheen Road with colored
pavement treatment or pavement markings.
Page 24
Road Safety Audit— Route 133 (Lowell St) at Greenwood, Beacon, and N. Main Street
Design Consultants, Inc.
Figure 5C: SW Quadrant Radii Issue and Reservation Road – Issue
o
Install protected left turn signal heads and add left turn protected phasing on Lowell
Street eastbound and westbound
Install a new fully actuated traffic signal controller and provide optimized signal timings
for vehicles and pedestrians.
The northbound sharp right hook on Shawsheen limits sight distance for vehicles and pedestrians
at the intersection. This right turn alignment also can lead vehicles on to the wrong way of travel
(left side of the median). Some potential solutions to this issue are:
o
•
o
o
o
o
Revise alignment and remove sharp right turn hook on Shawsheen Road at Lowell Street
through ROW on the southeast quadrant.
Short-term solution: Add dotted yellow center lane lines through the intersection of
Reservation to direct vehicles.
Install a keep right sign on the median area
Re-examine the value of having the splitter island on Shawsheen Road. If removed, the
signal post would be relocated or removed and the signal head would need to be
relocated.
Page 25
Road Safety Audit— Route 133 (Lowell St) at Greenwood, Beacon, and N. Main Street
Design Consultants, Inc.
•
•
The traffic signal inductive loop detectors are not working properly since signal phasing remained
unchanged with variable vehicle demand observed. This may contribute to the angle and rear end
crashes seen in Figure 3B with vehicles red light running. Some potential solutions include:
o
Install a new fully actuated traffic signal controller and provide optimized signal timings
for vehicles and pedestrians.
o
Install/fix existing vehicle detection
The large right turn channel island facilitates high speeds from westbound Lowell Street to
northbound Beacon Street may be an issue with stopped queues at High Plain Road. This issue
may be attributed to the crashes anecdotally discussed by Police. Potential solutions for this issue
are:
o
Reduce the size of the right turn channel island to provide more spacing between Lowell
Street and High Plain Road.
o
Realign the right turn from Lowell Street to Beacon Street to intersect closer to 90
degrees to preclude high speed turns onto Beacon Street.
o
Evaluate the safety of keeping the channelized right turn lane.
Lowell Street/North Main Street/Poor Street Intersection
The vastness of the intersection crossing and lack of channelization creates a variety of safety issues that
can be attributed to the quantity of crashes shown on Figure 3C. It should be noted that a significant
number of crashes are located immediately north at the Dunkin Donuts Driveway and immediately south
at the Balmoral unsignalized intersection.
•
The large intersection is not pedestrian friendly and is a difficult crossing environment. Pedestrian
clearance signal timings are substandard and don’t meet MUTCD requirements. The length of the
pedestrian phase is too short and may be a safety issue for slower pedestrians.
•
The expansive intersection is also difficult for bicycles to traverse and Figure 3C has a bicycle
crash documented.
•
The large intersection requires specific vehicular clearance times (yellow and red times) that do
not currently exist in the signal timings and meet MUTCD requirements. The lack of adequate
vehicular clearance (yellow and all red) times may have a significant contribution to the crashes
seen in Figure 3C through red light running.
•
The post mount signal heads has visibility issues and do not meet MUTCD cone of vision
requirements. The signal visibility issue may contribute to the angle and rear-end crashes seen in
Figure 3C. Some potential solutions for this intersection are as follows:
o
Consolidate the intersection to minimize the pedestrian, bicycle, and vehicular crossings. This
can be achieved with bulb-outs, intersection channelization, and horizontal alignment
improvements.
o
A modern Roundabout may be an option if volumes don’t exceed capacity.
o
Redesign the signal infrastructure with mast arm treatments to improve signal visibility.
o
Add dotted lane lines through the intersection along Route 28.
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Road Safety Audit— Route 133 (Lowell St) at Greenwood, Beacon, and N. Main Street
Design Consultants, Inc.
•
•
The existing traffic signal controller is an outdated TS-1 signal controller and is unable to facilitate
the complexities and requirements for efficient and safe signal phasing for vehicles, pedestrians, and
bicycles. These substandard signal timings may contribute to the angle and rear-end crashes seen in
Figure 3C. Some potential solutions for this intersection are as follows:
o
Install a new fully actuated traffic signal controller and provide optimized signal timings for
vehicles, pedestrians and bicyclists with bicycle detection.
o
Install protected left turn signal heads and add left turn protected phasing on Lowell Street
eastbound and westbound.
o
Consider adding auxiliary turn lanes at the intersection warranted by traffic counts.
The existing push buttons, pedestrian indications, and wheelchair ramps are substandard and are not
ADA compliant. Some potential solutions for this intersection are as follows:
o
Provide adequate pedestrian crossing clearance times with the signal phasing in accordance
with MUTCD. Re-examine whether concurrent or exclusive pedestrian phasing is a better fit.
o
Provide ADA compliant pedestrians signal heads and push buttons.
o
Provide sidewalks with adequate width that connect to adjacent intersections.
o
Provide ADA compliant wheelchair ramps.
Figure 6: Consolidated Intersection (roundabout or signal) – Potential Solution
Page 27
Road Safety Audit— Route 133 (Lowell St) at Greenwood, Beacon, and N. Main Street
Design Consultants, Inc.
•
The RSA Team identified congestion at the intersection and possible cell phone distraction as a
potential cause for the rear-end crashes south of Lowell Street. Part of the issue may be inadequate
left turn storage. It was observed that northbound drivers cross over the double yellow center line,
south of Lowell Street, to bypass congestion and enter the left turn lane.
o Lengthen the left turn pocket to provide more storage for vehicles.
•
An off-street municipal parking lot is located on the southeast corner of this intersection. The parking
lot exit driveway is separated from North Main Street by a 10-foot wide median. Only right-turning
movements are allowed from this exit driveway, onto Haverhill Street (Route 133). This movement
is not under traffic signal control. This driveway onto Lowell Street may contribute to some of the
crashes seen in Figure 3C. Some potential solutions for this intersection are as follows:
o Provide a traffic signal phase for the driveway on Lowell Street.
•
•
•
The commercial driveway curb cuts north of the intersection on North Main Street may have
contributed to the angle collisions. Some potential solutions for this intersection are as follows:
o
Implement access management and reduced curb cuts
o
Perform a MUTCD signal warrant analysis
o
Examine the feasibility of installing a pedestrian midblock crossing near the driveway. This
crossing may help mitigate angle crashes by calming traffic approaching the driveway from
both directions and providing clear stopping points for approaching vehicles. Motorists
turning into and pulling out of the driveway are likely to have less crashes with vehicles that
are traveling at a lower speed.
o
Prohibit left turns at the driveways (inbound and outbound).
The unsignalized intersection of Balmoral and N. Main Street 250 feet south of Lowell Street may
have contributed to the angle collisions seen in Figure 3C. Since N Main Street is a four lane road,
“courtesy crashes” was discussed as a potential reason for the crashes at Balmoral. Courtesy crashes
is meant to represent 1 vehicle waving in a stopped car on the driveway (i.e. a courteous gesture), but
then the entering vehicle collides with another vehicle in the adjacent travel lane. Some potential
solutions for this intersection are as follows (note: not all 3 considerations are collectively proposed):
o
Prohibit left turns at the driveways (inbound and outbound)
o
Implement access management and examine the feasibility of reducing curb cuts (i.e., close
the curb)
o
Perform a MUTCD traffic signal warrant analysis
The unsignalized intersection of Riverina and Haverhill Street 250 feet east of N. Main Street may
have contributed to the angle collision seen in Figure 3C. Some potential solutions for this
intersection are as follows (note: not all 3 considerations are collectively proposed):
o
Prohibit left turns at the driveways (inbound and outbound)
o
Implement access management and examine the feasibility of reducing curb cuts (i.e., close
the curb)
o
Install a traffic signal
Page 28
Road Safety Audit— Route 133 (Lowell St) at Greenwood, Beacon, and N. Main Street
Design Consultants, Inc.
Lowell Street Corridor
•
There is a lack of bicycle accommodations on Lowell Street as shoulders generally range from zero to
2 feet in width. A solution would be to:
o
•
•
•
Provide 5 foot bicycle lanes on Lowell Street or adequate shoulder widths to allow bicycle
traffic. See Figure 7 (note the bike lanes should be 5 foot, not 4 foot).
There are worn out traffic signs on Lowell Street that doesn’t meet MUTCD retroreflectivity
requirements and faded pavement markings. A solution would be to:
o
Provide new traffic guide and regulatory signage where existing signs don’t meet current
standards
o
Provide new pavement markings and lane stripings for all modes of transportation. See
Figure 7.
The roadway pavement is showing signs of fatigue, including longitudinal and lateral pavement
cracking, utility patch failures, and minimal curb reveal. Potential solutions would be to:
o
Reconstruct Lowell Street with new base and pavement along the corridor.
o
Provide improved access control and accessibility with defined curb cuts.
Sidewalks are not ADA compliant and generally range from 4 to 4.5 feet in width. Sidewalks are
currently not located on both sides of Lowell Street but are required in urban settings. A solution
would be to:
o
Provide sidewalks with adequate width and on both sides of Lowell Street. See Figure 7.
Figure 7: Proposed Schematic of the Lowell Street Cross Section – Potential Solution
(Note: Bike lanes are 5 feet, not 4 feet)
Page 29
Road Safety Audit— Route 133 (Lowell St) at Greenwood, Beacon, and N. Main Street
Design Consultants, Inc.
Summary of Road Safety Audit
This section summarizes and lists each safety issue and potential safety enhancement discussed during the
audit. For each safety issue, the potential safety enhancement is described, its potential safety payoff, the
estimated time frame for completion, and the estimated construction cost. 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). The summary is shown in Tables 7A
through 7C.
Page 30
Table 7A: Potential Safety Enhancements Summary
Intersection
Safety Issue
Horizontal offset between Greenwood and Lovejoy
Small southbound right turn turning radius + limited sight distance
Safety
Payoff
High
Low
Low
Low
Medium
Medium
Medium
Medium
Low
Low
High
Low
Low
Medium
Medium
High
High
Low
Time
Frame
Long
Short
Short
Medium
Long
Medium
Medium
Short
Short
Medium
Medium
Short
Long
Medium
Short
Medium
Long
Medium
Cost
High
High
Low
Low
Medium
Low
Medium
Low
Low
Low
Medium
Low
Medium
Medium
Low
Low
Medium
Low
Westbound Lowell Street traffic encroaches the double yellow centerline (DYCL)
Intersection Geometrics
Unprotected left turns from Lowell Street onto Greenwood and Lovejoy Road
Traffic Control Devices
Signal Timing
Inadequate left turn lane storage on northbound Lovejoy Road
Intersection Geometrics
Pavement Markings
Potential Safety Enhancement
Realign Greenwood with Lovejoy
Provide larger turning radius for the southbound right turn
Remove tree/shrubbery
Remove signal post and add signal head to mast arm
Add sidewalks with adequate width and connectivity
Provide intersection pedestrian crossings
Provide new actuated traffic signal controller
Implement new timings with adequate pedestrian clearance times
Remove tree/shrubbery
Remove signal post and add signal head to mast arm
Signal re-design of intersection to have signal faces meet MUTCD cone of vision requirements
Remove tree/shrubbery
Improve east-west horizontal alignment
Provide new actuated traffic signal controller
Implement new timings
Install protected left turn signal heads for Lowell Street
Widen Lovejoy Road to provide a new left turn lane
Add lane markings and arrow markings
Roadway Geometrics
Provide bicycle lanes on Lowell Street or adequate shoulder widths to allow bicycle traffic
Low
Long
High
Signage
Pavement Markings
Provide new traffic guide and regulatory signage where existing signs don’t meet current standards
Provide new pavement markings and lane stripings for all modes of transportation. See Figure 7.
Low
Low
Short
Medium
Medium
Medium
Pavement is showing fatigue, pavement cracking, utility patch failures, and minimal curb reveal Reconstruction
Roadway Geometrics
Reconstruct Lowell Street with new base and pavement along the corridor.
Provide improved access control and accessibility with defined curb cuts.
Low
Low
Long
Long
High
High
Sidewalks are not ADA compliant and not located on both sides of Lowell Street but are
required in urban settings
Provide sidewalks with adequate width and on both sides of Lowell Street
Low
Long
High
Substandard pedestrian facilities
Route 133 (Lowell St) at Lack of Signal Head Visibility for northbound Lovejoy
Lovejoy Rd/Greenwood Rd
There is a lack of bicycle accommodations on Lowell Street as shoulders generally range from
zero to 2 feet in width
There are worn out traffic signs on Lowell Street that doesn’t meet MUTCD retroreflectivity
requirements and faded pavement markings
Lowell Street Corridor
Safety Category
Intersection Geometrics
Intersection Geometrics
Intersection Sight Distance
Traffic Control Devices
Pedestrian Infrastructure
Pavement Markings
Traffic Control Devices
Signal Timing
Traffic Control Devices
Pedestrian Infrastructure
Table 7B: Potential Safety Enhancements Summary
Intersection
Route 133 (Lowell St) at
Beacon St/Shawsheen
Rd/Reservation Rd
Safety Issue
The horizontal alignment along Beacon Street at Lowell Street
Safety Category
Intersection Geometrics
Pavement Markings
Traffic Control Devices
Signal Timing
The signal post on the raised median on Shawsheen Road
Intersection Geometrics
Traffic Control Devices
Large turning radius on the SW quadrant in combination with the proximity to Reservation Road
Pedestrian visibility and connectivity is substandard due to existing vegetation, vertical and
horizontal alignment of Shawsheen Road
Horizontal alignment on Lowell Street requires eastbound and westbound left turns to pass each
other before making a left turn
Traffic signal inductive loop detectors not working properly with lack of signal phasing
adjustments due actual vehicle demand
The large right turn channel island facilitates high speeds from westbound Lowell Street to
northbound Beacon Street
Intersection Geometrics
Signage
Intersection Geometrics
Traffic Control Devices
Pedestrian Infrastructure
Signal Timing
Intersection Geometrics
Traffic Control Devices
Pedestrian Infrastructure
Signal Timing
Traffic Control Devices
Signal Timing
Intersection Geometrics
Potential Safety Enhancement
Changing the existing lane assignment of a shared left/through lane and a right turn lane to a left turn lane with a shared through/right lane.
Provide new actuated traffic signal controller and optimize timings
Install a new signal head that protects the new left turn movement from Beacon to Lowell St eastbound
Provide detection for the left turn vehicles.
Revise alignment and remove sharp right turn hook on Shawsheen Road at Lowell Street through ROW on the southeast quadrant.
Add keep right sign on median on Shawsheen Rd
Add dotted yellow center lines directing vehicles to the right of the island
Remove the raised median
Remove the median island on Shawsheen Road and signal post.
Relocate the signal post or relocate the signal head on a new mast arm to improve signal visibility.
Add colored pavement marking to replace of the median island to allow for emergency vehicles to bypass traffic on Shawsheen Road during emergencies
Tighten the right turn radius and create a bulb out between Lowell Street and Reservation Road.
Relocate the Shawsheen Street name sign from the Reservation Road intersection to the Lowell Street intersection.
Provide pedestrian improvements to facilitate pedestrian compliance (mainly school-aged kids walking to/from school).
Provide adequate pedestrian crossing clearance times with the signal phasing in accordance with MUTCD.
Provide ADA compliant pedestrians signal heads and push buttons.
Remove vegetation that prohibits pedestrian visibility and sight distance.
Provide sidewalks with adequate width that connect to adjacent intersections
Consolidate the intersection crossing width by creating a bulb out between Lowell Street and Reservation Road
Replace the raised median and signal post on Shawsheen Road with pavement marking treatment.
Install protected left turn signal heads and add left turn protected phasing on Lowell Street eastbound and westbound.
Install a new fully actuated traffic signal controller and provide optimized signal timings for vehicles and pedestrians.
Install/fix existing vehicle detection
Install a new fully actuated traffic signal controller and provide optimized signal timings for vehicles and pedestrians.
Reduce the size of the right turn channel island to provide more spacing between Lowell Street and High Plain Road.
Realign the right turn from Lowell Street to Beacon Street to interest closer to 90 degrees to preclude high speed turns onto Beacon Street.
Safety
Payoff
Medium
Medium
High
Low
Medium
Low
Low
Low
High
Medium
Low
High
Low
Medium
Low
Low
Low
Medium
High
Low
High
Medium
Low
Medium
Low
Low
Time
Frame
Medium
Medium
Medium
Medium
Long
Short
Short
Medium
Medium
Short
Short
Long
Short
Medium
Short
Medium
Short
Long
Long
Medium
Medium
Medium
Medium
Medium
Medium
Long
Cost
Low
Medium
Low
Low
High
Low
Low
Low
Low
Low
Low
Medium
Low
Medium
Low
Medium
Low
Medium
Medium
Low
Low
Medium
Low
Medium
Medium
Medium
Table 7C: Potential Safety Enhancements Summary
Intersection
Safety
Payoff
High
High
High
High
Time
Frame
Medium
Long
Medium
Medium
Cost
High
High
High
High
Provide intersection channelization and consolidate crossings for vehicles
Resdesign the signal with mast arms to improve signal visibility.
Add dotted lane lines through the intersection
Install a new fully actuated traffic signal controller
Install protected left turn signal heads and add left turn protected phasing on Lowell Street eastbound and
westbound
Provide optimized signal timings for vehicles, pedestrians and bicyclists with bicycle detection.
High
High
Low
Medium
Medium
Medium
Short
Medium
High
Medium
Low
Medium
High
Medium
Medium
Short
Low
Low
Signal Timing
The existing push buttons, pedestrian indications, and wheelchair ramps are substandard and are not ADA compliant. Pedestrian Infrastructure
Pedestrian Infrastructure
Pedestrian Infrastructure
Provide adequate pedestrian crossing clearance times with the signal phasing in accordance with MUTCD.
Provide ADA compliant pedestrians signal heads and push buttons.
Provide sidewalks with adequate width that connect to adjacent intersections.
Provide ADA compliant wheelchair ramps.
Medium
Low
Low
Low
Short
Medium
Long
Medium
Low
Medium
Medium
Medium
Off-street municipal parking lot is located on the southeast corner with an unsignalized driveway on Lowell St
The commercial driveway curb cuts north of the intersection on North Main Street
Add a traffic signal phase for this driveway
Implement access management and examine the feasibility of closing the curb
Perform a traffic signal warrant analysis
Examine the feasibility of installing a pedestrian midblock crossing
Prohibit left turns at the driveways (inbound and outbound).
Prohibit left turns at the driveways (inbound and outbound).
Implement access management and examine the feasibility of closing the curb
Perform an MUTCD traffic signal warramt analysis
Prohibit left turns at the driveways (inbound and outbound).
Implement access management and examine the feasibility of closing the curb
Perform a MUTCD traffic signal warrant analysis
Low
Medium
Medium
Medium
High
High
Medium
Medium
High
Medium
Medium
Medium
Medium
Medium
Medium
Short
Short
Medium
Medium
Short
Medium
Medium
Low
Medium
High
Medium
Low
Low
Medium
High
Low
High
High
Safety Issue
The vastness of the intersection crossing and lack of channelization
Safety Category
Intersection Geometrics
The large intersection is not pedestrian friendly and makes it a difficult crossing environment.
The expansive intersection is difficult for bicycles to traverse
Intersection Geometrics
Intersection Geometrics
The large intersection requires vehicular clearance times that do not currently exist and meet MUTCD requirements.
Intersection Geometrics
Traffic Control Devices
The post mount signal heads has visibility issues and do not meet MUTCD cone of vision requirements
The existing traffic signal controller is an outdated TS-1 signal controller
Traffic Control Devices
Signal Timing
Signal Timing
Lowell Street/North Main
Street/Poor Street
Intersection
The unsignalized intersection of Balmoral and N. Main Street 250 feet south of Lowell Street
The unsignalized intersection of Riverina and Haverhill St 250 feet east of N. Main Street
Traffic Control Devices
Intersection Geometrics
Traffic Control Devices
Traffic Control Devices
Signage
Signage
Intersection Geometrics
Traffic Control Devices
Signage
Intersection Geometrics
Traffic Control Devices
Potential Safety Enhancement
Provide intersection channelization and consolidate crossings
Construct a modern roundabout
Provide intersection channelization and consolidate crossings for pedestrians
Provide intersection channelization and consolidate crossings for bicycles
Road Safety Audit— Route 133 (Lowell St) at Greenwood, Beacon, and N. Main Street
Design Consultants, Inc.
Appendix A. RSA Audit Team Contact List
Page 34
ROAD SAFETY AUDIT ‐ INVITEE LIST ‐ RTE 133 LOWELL ST CORRIDOR, ANDOVER, MA
Audit Team Member
Affiliation
Agency
Email
Phone Number
David Giangrande
RSA Lead
Design Consultants, Inc.
dgiangrande@dci-ma.com
617-776-3350 X 111
Amos Fernandes
RSA Analyst
Design Consultants, Inc.
afernandes@dci-ma.com
617-776-3350 X 115
Buzz Stapczynski
Town Manager
Town of Andover
rstapczynski@andoverma.gov
Pat Keefe
Police Chief
Town of Andover
pkee@andoverps.net
Mike Mansfield
Fire Chief
Town of Andover
mman@andoverma.gov
Ed Ataide
Plant & Facilities Director
Town of Andover
edataide@andoverma.gov
Paul Szymanski
Assistant Superintendant School
Town of Andover
PSzymanski@aps1.net
Mary Lu Walsh
Transportation Coordinator
Town of Andover
MWalsh@aps1.net
Tony Buxton
Business Owner
305 North Main Street
tbuxton@tactician.com
Fran Shea
Business Rep
Brickstone Square
frank.shea@cbre-ne.com
Barry Finegold
State Rep
Massachusetts
BFinegold@dfllp.com
Dan Godefroi
Legislative Aide & Scheduler
Office of Senator Barry Finegold Daniel.Godefroi@masenate.gov
Alex Vispoli
Andover Rep
Town of Andover
Charles Edgerly
Public Safety Officer
Town of Andover
CEdg@andoverps.net
LT Todd Pomerleau Fire Prevention
Town of Andover
Tony Komornick
Planning Department
Merrimack Valley Planning
TPom@andoverps.net
akomornick@mvpc.org
Paul Materazzo
Planning Department
Andover Planning
pmaterazzo@andoverma.gov
Brian Moore
Town Engineer
Town of Andover
bmoore@andoverma.gov
Chris Cronin
Act Director Public Works and EngineeringTown of Andover
ccronin@andoverma.gov
Frank Suszynski
Project Development Engineer
MassDOT-District 4
Frank.Suszynski@state.ma.us
781 641-8474
MassDOT-District 4
Connie.Raphael@mhd.state.ma.us
Lisa.Schletzbaum@state.ma.us
john.gregg@state.ma.us
Sara.Timoner@state.ma.us
Corey.OConnor@state.ma.us
781 641‐8468
617 973‐7685
781 641‐8300
781 641‐8300
Comment
Y
Y
No‐Andover will be represented
978-623-8225
Connie Raphael
Lisa Schletzbaum
Road Safety Audit Coordinator
MassDOT
John Gregg
Traffic
MassDOT-District 4
Sara Timoner
Corey O'Connor
Assistant Traffic Engineer
MassDOT-District 4
MassDOT
617.722.1612
Jan 29 Mtg
Replacing P. Szymanski
N
Y
Replacing Rep Finegold
N
Y
avispoli@andoverma.gov
Y
Y
NO ‐ VAC
Y
S:\Marketing\_PROPOSAL\Andover\Lowell Street ‐ Route 133\Route 133\Road Safety Audit\Members list 1‐6‐14
y
Page 1
Road Safety Audit— Route 133 (Lowell St) at Greenwood, Beacon, and N. Main Street
Design Consultants, Inc.
Appendix B. RSA Meeting Agenda &
Background Materials
Page 35
Road Safety Audit
200 Brickstone Sq.
Suite G09, Andover, MA
January 29, 2014 (inclement weather backdate January 30, 2014)
10 AM – 12:00 noon
Type of meeting:
High Crash Locations – 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
10:30 AM
Visit the 3 Sites
 Drive to Lowell Street at Greenwood, at Beacon, at N. Main
 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 DATE, 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.
Road Safety Audit ‐ Handouts January 29, 2013 Contents Overview of Study Area + Intersections 1. Traffic Volume + Police Report Crash Summary 2. MassDOT Highway Safety Improvement Program (HSIP) – High Crash Locations 3. MassDOT Crash Rate Calculations 4. MassDOT Safety Review Prompt List 5. NEW – CRASH DIAGRAMS Prepared For:
MassDOT
On Behalf Of:
Prepared By:
Overview of Study Area + Intersections Road Safety Audit (RSA) Study Area
Legend
Route 133 (Lowell St) Corridor
Intersections with Safety Issues
Lowell St (Rte 133) at Lovejoy Rd / Greenwood Rd
Lowell St (Rte 133) at Beacon St / Shawsheen / Reservation Rd
Lowell St (Rte 133) at N. Main St (Rte 28)/ Poor St / Haverhill St
1. Traffic Volume + Police Report Crash Summary TRAFFIC VOLUMES
1
Annual Growth
AADT
Roadway
Lowell Street
Lowell Street
Lowell Street
Lovejoy Rd
Greenwood Rd
Haverhill Street
N. Main Street
Shawsheen
Location
West of Greenwood Rd
East of Greenwood Rd
East of Beacon St
South of Lowell St
North of Lowell St
East of N. Main St
South of Lowell St
South of Lowell St
2013
23,664
11,950
12,603
6,280
5,379
14,612
18,975
10,133
2033
36,574
12,150
13,773
9,124
7,408
17,859
17,975
11,000
% Hist.
3.3%
‐0.1%
1.0%
2.3%
2.3%
‐0.4%
0.0%
0.4%
2
% Future
2.7%
0.1%
0.5%
1.9%
1.9%
1.1%
‐0.3%
0.4%
1
Estimated with linear regression
2
Historical growth rate from MassDOT data
3
Projected growth rate using MassDOT data
CRASH DATA
East-West Road
Lowell St (Rte 133)
Lowell St (Rte 133)
North-South
Road
Greenwood Rd /
Lovejoy Rd
Beacon St /
Shawsheen Rd /
Reservation
Lowell St (Rte 133) N. Main St (Route
/ Haverhill St /
28) / Poor St /
Riverina
Balmoral
Year
Total
2010
5
2011
2
2012
6
2013
8
2010
10
2011
1
2012
5
2013
6
2010
9
2011
12
2012
8
2013
14
Avg Crashes
/ Year
Avg Crash
Rate
(Crashes
per MEV)
5.3
0.66
5.5
0.72
10.8
0.75
3
K
0.083
0.084
‐
0.102
0.087
0.085
0.083
0.086
Severity
East-West Road
Lowell St (Rte 133)
Lowell St (Rte 133)
North-South
Road
Greenwood Rd /
Lovejoy Rd
Beacon St /
Shawsheen Rd /
Reservation
Lowell St (Rte 133) N. Main St (Route
/ Haverhill St /
28) / Poor St /
Riverina
Balmoral
Conditions
Year
Injury
PDO
Visibility Surface Unknown
2010
2
3
1
-
2
2011
-
2
-
-
2
2012
2
4
-
-
-
2013
1
7
2
2
2
2010
-
10
2
1
4
2011
-
1
-
-
1
2012
2
3
1
1
-
2013
1
5
2
2
-
2010
1
8
4
2
1
2011
2
10
1
1
2
2012
-
8
1
2
3
2013
-
14
2
1
3
Collision Type
East-West Road
Lowell St (Rte 133)
Lowell St (Rte 133)
North-South
Road
Greenwood Rd /
Lovejoy Rd
Beacon St /
Shawsheen Rd /
Reservation
Lowell St (Rte 133) N. Main St (Route
/ Haverhill St /
28) / Poor St /
Riverina
Balmoral
Year
Sideswipe Rear-end
-
Angle
2010
-
2
2011
-
-
-
2012
-
2
2
2013
-
2
3
2010
-
3
3
2011
-
-
1
2012
-
1
3
2013
2
-
3
2010
1
2
2011
3
2
2012
1
3
2013
2
3
Single
Veh
Ped/Bike Unknown
1
-
2
1
-
1
1
1
-
1
-
2
1
-
3
-
-
-
1
-
-
1
-
-
4
-
1
1
5
-
-
2
1
-
-
3
5
1
-
3
2. MassDOT Highway Safety Improvement Program (HSIP) – High Crash Locations Lowell St (Rte 133) at Beacon St / Shawsheen / Reservation Rd
2009 HSIP Crash Cluster
SOURCE: http://services.massdot.state.ma.us/maptemplate/TopCrashLocations/
Lowell St (Rte 133) at N. Main St (Rte 28)/ Poor St / Haverhill St
2009 HSIP Crash Cluster
SOURCE: http://services.massdot.state.ma.us/maptemplate/TopCrashLocations/
Lowell St (Rte 133) at N. Main St (Rte 28)/ Poor St / Haverhill St
2010 HSIP Crash Cluster
SOURCE: http://services.massdot.state.ma.us/maptemplate/TopCrashLocations/
Lowell St (Rte 133) at N. Main St (Rte 28)/ Poor St / Haverhill St
2011 HSIP Crash Cluster
SOURCE: http://services.massdot.state.ma.us/maptemplate/TopCrashLocations/
3. MassDOT Crash Rate Calculations massDOT
CRASH RATE WORKSHEET
CITY/TOWN : Andover
DISTRICT :
4
COUNT DATE :
UNSIGNALIZED :
3/20/2013
SIGNALIZED :
X
~ INTERSECTION DATA ~
Lowell Street (Route 133) / Haverill Street (Route 133)
MINOR STREET(S) :
North Main Street (Route 28) / Poor Street
INTERSECTION
North
N. Main St
(Rte 28)
MAJOR STREET :
Poor St (oneway NWB)
DIAGRAM
Haverill St (Rte 133)
N. Main St
(Rte 28)
Lowell St (Rte 133)
Peak Hour Volumes
APPROACH :
1
2
3
4
DIRECTION :
EB
WB
NB
SB
Total
Entering
Vehicles
VOLUMES (PM) :
678
718
988
940
3,324
" K " FACTOR :
0.084
TOTAL # OF CRASHES :
43
CRASH RATE CALCULATION :
APPROACH ADT :
# OF
YEARS :
0.75
4
RATE =
39,394
5
ADT = TOTAL VOL/"K" FACT.
AVERAGE # OF
CRASHES ( A ) :
( A * 1,000,000 )
( ADT * 365 )
Comments :
Project Title & Date:
Lowell St. - Route 133, Andover
April 18, 2013
10.75
massDOT
CRASH RATE WORKSHEET
CITY/TOWN : Andover
DISTRICT :
4
COUNT DATE :
UNSIGNALIZED :
7/12/2011
SIGNALIZED :
X
~ INTERSECTION DATA ~
MAJOR STREET :
Route 133 - Lowell St
MINOR STREET(S) :
Beacon St / Shawsheen Rd
INTERSECTION
North
DIAGRAM
Peak Hour Volumes
APPROACH :
1
2
3
4
DIRECTION :
EB
WB
NB
SB
Total
Entering
Vehicles
VOLUMES (PM) :
579
449
410
319
1,757
" K " FACTOR :
0.084
TOTAL # OF CRASHES :
22
CRASH RATE CALCULATION :
APPROACH ADT :
# OF
YEARS :
0.72
Comments :
Project Title & Date:
Lowell St. - Route 133, Andover
4
RATE =
20,823
5
ADT = TOTAL VOL/"K" FACT.
AVERAGE # OF
CRASHES ( A ) :
( A * 1,000,000 )
( ADT * 365 )
5.50
massDOT
CRASH RATE WORKSHEET
CITY/TOWN : Andover
DISTRICT :
4
COUNT DATE :
UNSIGNALIZED :
7/14/11, 11/14/09
SIGNALIZED :
X
~ INTERSECTION DATA ~
MAJOR STREET :
Route 133 - Lowell St
MINOR STREET(S) :
Greenwood Rd/ Lovejoy Rd
INTERSECTION
North
DIAGRAM
Peak Hour Volumes
APPROACH :
1
2
3
4
DIRECTION :
EB
WB
NB
SB
Total
Entering
Vehicles
VOLUMES (PM) :
767
536
382
161
1,846
" K " FACTOR :
0.084
TOTAL # OF CRASHES :
21
CRASH RATE CALCULATION :
APPROACH ADT :
# OF
YEARS :
0.66
Comments :
Project Title & Date:
Lowell St. - Route 133, Andover
4
RATE =
21,878
5
ADT = TOTAL VOL/"K" FACT.
AVERAGE # OF
CRASHES ( A ) :
( A * 1,000,000 )
( ADT * 365 )
5.25
4. MassDOT Safety Review Prompt List Safety Review Prompt List
The Safety Review Prompt List provides basic safety-related questions to use when evaluating a given
roadway location. The prompt list should be considered when evaluating a roadway to design improvements or conduct a Road Safety Audit. The primary purpose of the prompt list is to identify potential
road safety hazards. The list is meant to be general and should be used to prompt an evaluator as to
specific matters identified in the field that may have an adverse effect on road safety. The Safety Review
Prompt List is not a check of compliance with design standards.
This Prompt List represents the minimum that should be considered when exploring safety opportunities
and is not intended to address all aspects of safety.
A summary of the responses should be prepared to highlight potential safety improvement opportunities.
Speed
 Are posted speed limits consistent with speed regulations; are they adequate?
 Are design features consistent with the posted speed (passing opportunities, sight distance,
warning signs for horizontal and vertical curves, clearance intervals, sign placement, etc.)
 Are adequate controls in place for driver compliance with speed limits?
Multi-modal
 Have accommodations been provided for safe movement of pedestrians, bicycles, emergency
vehicles, public transportation, and commercial vehicles?
 What design features could be improved, added, or removed to enhance the safe mobility of the
various modes?
Pavement Markings
 Are there highly visible and retro reflective edge lines, center lines, and other pavement
markings?
 Do the pavement markings provide sufficient guidance to the road users? Can the placement
of the pavement markings be modified to improve guidance to road users?
Signs
 Are all signs retro reflective and visible for all roadway conditions, including placed free from
obstructions?
 Are signs located to maximize perception and reaction while minimizing intrusion in clear zones?
 Does the signage provide adequate guidance to road users for given road conditions?
 Are pavement markings and signs consistent in effectively guiding road users?
Intersection Control
 Do all signs (stop signs, lane assignments, street names, etc.) provide visible, clear,
non-conflicting messages?
 Is there clear, non-conflicting visibility of traffic control (signal heads, signs, and markings) from
all approach lanes?
 Has the potential of misrepresentation of intersection control been considered (at closely spaced
intersections or through control that is against expectation)?
 For signalized intersections, have the implications on safety been considered for the signal
phasing?
 Is there a safe means by which all modes can travel through the intersection?
Lighting
 Is lighting (from headlights and/or streetlights) adequate for specific roadway conditions and/or
use?
 If glare exists from sunlight or opposing headlights, are there countermeasures that can be
implemented to minimize potentially detrimental effects?
Obstructions
 Are there obstructions to sight lines or roadway guidance (signs, markings, etc.) that can be
removed, relocated, or minimized as part of this project?
 If obstructions or fixed objects exist but cannot be moved, can they be shielded (with guardrails,
etc.) or delineated (with reflectors) to improve road user safety? If so, what can be done?
Pavement
 Could the condition of the pavement impact mobility and safety (potholes, edge drop-offs, skid
resistance, etc)?
 What improvements can be made to minimize safety impacts?
Access Points and Traffic Generators
 Is the access control sufficient for the road’s function?
 Are site access points located to maximize safety while still providing adequate access?
 Have impacts of site developments been adequately accommodated for safe mobility of all
road users?
Parking
 Is parking clearly delineated and in conformance with signs, markings, and regulations?
 Might parking obstruct mobility/safety of pedestrians and other roadway users?
Weather Conditions
 Have accommodations been made for impacts from adverse weather condition (storage of snow,
removal of ponding, adequate drainage, signage of low salt areas, maintenance program for
snow removal, and catch basin clearing, etc.)?
Auxiliary Lanes
 Could taper locations and/or alignments contribute to safety challenges?
 Could lack of climbing lanes or passing zones cause driver frustration?
 Do acceleration/deceleration lane lengths necessitate additional signage and/or markings?
Animals
 Do animal migrations impact safety?
 Can measures be taken to reduce animal-vehicle conflicts?
5. CRASH DIAGRAMS Road Safety Audit— Route 133 (Lowell St) at Greenwood, Beacon, and N. Main Street
Design Consultants, Inc.
Appendix C. Detailed Crash Data
Page 36
massDOT
CRASH RATE WORKSHEET
CITY/TOWN : Andover
DISTRICT :
4
COUNT DATE :
UNSIGNALIZED :
3/20/2013
SIGNALIZED :
X
~ INTERSECTION DATA ~
Lowell Street (Route 133) / Haverill Street (Route 133)
MINOR STREET(S) :
North Main Street (Route 28) / Poor Street
INTERSECTION
North
N. Main St
(Rte 28)
MAJOR STREET :
Poor St (oneway NWB)
DIAGRAM
Haverill St (Rte 133)
N. Main St
(Rte 28)
Lowell St (Rte 133)
Peak Hour Volumes
APPROACH :
1
2
3
4
DIRECTION :
EB
WB
NB
SB
Total
Entering
Vehicles
VOLUMES (PM) :
678
718
988
940
3,324
" K " FACTOR :
0.084
TOTAL # OF CRASHES :
43
CRASH RATE CALCULATION :
APPROACH ADT :
# OF
YEARS :
0.75
4
RATE =
39,394
5
ADT = TOTAL VOL/"K" FACT.
AVERAGE # OF
CRASHES ( A ) :
( A * 1,000,000 )
( ADT * 365 )
Comments :
Project Title & Date:
Lowell St. - Route 133, Andover
April 18, 2013
10.75
massDOT
CRASH RATE WORKSHEET
CITY/TOWN : Andover
DISTRICT :
4
COUNT DATE :
UNSIGNALIZED :
7/12/2011
SIGNALIZED :
X
~ INTERSECTION DATA ~
MAJOR STREET :
Route 133 - Lowell St
MINOR STREET(S) :
Beacon St / Shawsheen Rd
INTERSECTION
North
DIAGRAM
Peak Hour Volumes
APPROACH :
1
2
3
4
DIRECTION :
EB
WB
NB
SB
Total
Entering
Vehicles
VOLUMES (PM) :
579
449
410
319
1,757
" K " FACTOR :
0.084
TOTAL # OF CRASHES :
22
CRASH RATE CALCULATION :
APPROACH ADT :
# OF
YEARS :
0.72
Comments :
Project Title & Date:
Lowell St. - Route 133, Andover
4
RATE =
20,823
5
ADT = TOTAL VOL/"K" FACT.
AVERAGE # OF
CRASHES ( A ) :
( A * 1,000,000 )
( ADT * 365 )
5.50
massDOT
CRASH RATE WORKSHEET
CITY/TOWN : Andover
DISTRICT :
4
COUNT DATE :
UNSIGNALIZED :
7/14/11, 11/14/09
SIGNALIZED :
X
~ INTERSECTION DATA ~
MAJOR STREET :
Route 133 - Lowell St
MINOR STREET(S) :
Greenwood Rd/ Lovejoy Rd
INTERSECTION
North
DIAGRAM
Peak Hour Volumes
APPROACH :
1
2
3
4
DIRECTION :
EB
WB
NB
SB
Total
Entering
Vehicles
VOLUMES (PM) :
767
536
382
161
1,846
" K " FACTOR :
0.084
TOTAL # OF CRASHES :
21
CRASH RATE CALCULATION :
APPROACH ADT :
# OF
YEARS :
0.66
Comments :
Project Title & Date:
Lowell St. - Route 133, Andover
4
RATE =
21,878
5
ADT = TOTAL VOL/"K" FACT.
AVERAGE # OF
CRASHES ( A ) :
( A * 1,000,000 )
( ADT * 365 )
5.25