ROAD SAFETY AUDIT
Main Street
Town of Great Barrington
Audit: June 26, 2012
Report: July 6, 2012
Prepared for: Prepared by:
Berkshire
Regional
Planning
Commission
Table of Content
Project Data .............................................................................................................................1 Background ............................................................................................................................ 2 Existing Conditions................................................................................................................ 2 2009-2011 Crash Data............................................................................................................7
Speed Regulations..................................................................................................................13
Audit Observations ..............................................................................................................21 Potential Safety Enhancements .........................................................................................23
Summary of Road Safety Audit ..........................................................................................26
Road Safety Audit Agenda..................................................................................................28
Figures
Corridor Crash Diagram. .....................................................................................................19
Corridor Land Use.................................................................................................................20
List of Tables
Participating Audit Team Members ................................................................................... 1
Crash Data Summary Table.............. ...................................................................................10
Estimated Time Frame and Costs Breakdown ..............................................................23 Potential Safety Enhancement Summary ........................................................................26
TC
Project Data
A Road Safety Audit for the Main Street corridor in the Town of Great Barrington was held on
June 26, 2012 at the Great Barrington Town Hall. The team included Federal, State, Regional and
Local agency representatives and included a cross-section of emergency response, engineering
and planning experience.
Participating Audit Team Members
Audit Team Member
Lisa Schletzbaum
Doug Plachcinski
Patrick Tierney
Peter Frieri
Ashley Wich
William Walsh
Steven Savaria
Peter Soules
Agency/Affiliation
MassDOT Highway Division – Safety Section
Berkshire Regional Planning Commission
(BRPC)
MassDOT Highway Division – District 1
MassDOT Highway Division – District 1
MassDOT Highway Division – District 1
Town of Great Barrington, PD
Fuss & O’Neill
Town of Great Barrington, DPW
1
Background
A Road Safety Audit (RSA) is the formal safety examination of an existing or future road or
intersection by an independent, multidisciplinary team. A successful RSA identifies safety
issues and opportunities for safety improvements for everyone that uses the road. A RSA was
scheduled for a project in Great Barrington that rehabilitates Main Street beginning at Cottage
Street and ending at Taconic Avenue (St. James Place). Work includes pavement milling, an
asphalt overlay and some full depth reconstruction, sidewalk replacement, improved drainage,
and coordinated traffic signals. The project includes new lighting and landscaping.
MassDOT Highway Safety Improvement Program (HSIP) guidelines require this RSA because
the project uses Highway Safety Improvement Program funds. The Bridge Street and Main
Street intersection ranked as the 13th highest intersection in the Berkshires for crashes from
2006-2008 according to MassDOT’s Equivalent Property Damage (EPDO) metric.
Existing Conditions
Main Street is the Town of Great Barrington’s main road. Main Street carries US Route 7 north
and south through the town. US 7 crosses the entire region north to -south connecting to
Connecticut and Vermont. Main Street is designated as Massachusetts Routes 23 and 43.
Massachusetts Route 23 travels east-west and connects Great Barrington with the towns of
Egermont to the west and Monterey to the east. Massachusetts Route 41 travels north-south
and connects Great Barrington with Sheffield to the south and West Stockbridge to the north.
Main Street land uses include commercial, office, and residential. The corridor has frequent
driveways and curb cuts. Nearly the entire project area has parallel parking on both sides of
Main Street.
MAIN STREET AT COTTAGE STREET
The northernmost intersection within the project area is the ‘T’ intersection of Cottage Street
from the east to Main Street. This intersection is signalized and actuated for Cottage Street
traffic. Main Street has one lane through southbound and one lane through Northbound.
The Cottage Street leg to the east does not have turn lanes.
2
MAIN STREET AT ROSSITER STREET
The Main Street intersection with Rossiter Street from the west is the next intersection south
of the Main Street and Cottage Street intersection. The intersection does not have turn lanes.
There is a pedestrian crosswalk across Main Street immediately to the north of this intersection.
The intersection is almost aligned with Rite Aid driveway and parking lot to the east. Parallel
parking is tight to all corners on Main Street.
MAIN STREET AT DRESSER AVENUE
The Main Street intersection with Dresser Avenue from the east is the next intersection south
of the Main Street and Rossiter Street intersection. This intersection does not have turn lanes.
There is a cross walk on across Main Street below the south leg of intersection. The mid-block
crossing has flashing ambers with ‘yield to pedestrian’, rather than flashing ambers with ‘stop
for pedestrian’. the Main Street parallel parking is close at all four quarters, impairing vision
for turning motorists.
3
MAIN STREET AT ELM STREET
The Main Street intersection with Elm Street from the west is the next intersection south of
the Main Street and Pleasant Street intersection. This intersection does not have turn lanes.
Parking is very close to the physical corners of the intersection, impairing visibility for turning
motorists and pedestrians using the crosswalk on the Pleasant Street leg of the intersection.
Elm Street is one way eastbound at Main Street. The lane merge northbound on Main Street
happens just to the north of the intersection with Elm Street.
MAIN STREET AT CHURCH STREET
The Main Street intersection with Church Street from the east is the next intersection south
of the Main Street and Elm Street intersection. This intersection does not have turn lanes.
Parking is very close to the physical corners of the intersection, impairing visibility for turning
motorists and pedestrians using the crosswalk on the Pleasant Street leg of the intersection.
4
MAIN STREET AT RAILROAD STREET
The Main Street intersection with Railroad Street to the west is the next intersection south
of the Main Street and Elm Street intersection. This intersection has a northbound left turn
lane onto the one-way railroad street. There are unsignalized pedestrian crosswalks on the
north and west legs of the intersection. Parking is very close to the physical corners of the
intersection, impairing visibility for turning motorists and pedestrians.
MAIN STREET AT BRIDGE STREET (EAST) & CASTLE STREET (WEST)
The Main Street intersection with Bridge and Castle Streets the next intersection south of the
Main Street and Railroad Street intersection. This intersection is signalized with protected
left turns both north and southbound. Parking is very close to the physical corners of the
intersection, impairing visibility for turning motorists and pedestrians using the signalized
crosswalks on the west north and east legs of the intersection. Castle Street is an immediate
dead end, however, there are parking lots for a park, Town Hall, and the Mahaiwe performing
arts center. This is the last intersection on Main Street heading South that is affected by parallel
parking.
5
MAIN STREET AT TACONIC AVENUE
The Main Street intersection with Taconic Avenue is the next intersection south of the Main
Street and Bridge and Castle Streets intersection. This intersection has a protected left turn
northbound, however, it is a split signal phase and both northbound lanes are through.
The pedestrian crossing is unsignalized. Main Street does not feature parallel parking at this
intersection. There is an unsignalized pedestrian crossing a hundred (100’) feet south of the
intersection, however, the east side of the crosswalk has a barrier curb face instead of an ADA
compliant ramp.
6
2009-2011 Crash History
The Main Street and Bridge Street intersection crash history qualified the Main Street project
for Highway Safety Improvement Program funding because there were 21 vehicle crashes
observed at that intersection between 2006 and 2008. The Town of Great Barrington reported
72 crashes in the project boundaries between 2009 and 2011. The following graphs describe
the frequency of crashes by month, day of week, manner of collision, light conditions, weather
conditions, road surface conditions, and driver age.
CRASH MONTH
16%
14%
11%
12%
11%
11%
12%
14%
11%
10%
8%
8%
6%
4%
2%
4%
4%
A
M
7%
7%
N
D
0%
0%
J
F
M
J
J
A
S
O
CRASH DAY OF WEEK
25%
22%
19%
20%
15%
15%
14%
14%
10%
10%
7%
5%
0%
Monday
Tuesday
Wednesday
Thursday
Friday
Saturday
Sunday
7
CRASH TIME OF DAY
50%
46%
40%
33%
30%
20%
8%
10%
8%
4%
0%
0%
6-10AM
10-2PM
2-6PM
6-10PM
10-2AM
2-6AM
MANNER OF COLLISION
60%
48%
50%
40%
27%
30%
18%
20%
Rear to
Rear
Unknown
0%
0%
0%
Unknown
Sideswipe,
opposite
direction
0%
Other
1%
Head on
0%
Dark unknown
roadway
lighting
0%
Dark Roadway not
lighted
Sideswipe,
same
Angle
0%
Rear-end
0%
5%
Single
Vehicle
Crash
10%
CRASH LIGHT CONDITION
82%
8
13%
Dark Lighted
Roadway
6%
Dusk
Dawn
0%
Daylight
90%
80%
70%
60%
50%
40%
30%
20%
10%
0%
CRASH WEATHER CONDITION
21%
0%
0%
Unknown
Severe Crosswinds
Sleet, Hail, Freezing
Rain
0%
Other
0%
0%
Blowing sand, snow
0%
Snow
Cloudy
Rain
4%
Fog, Smog, Smoke
8%
Clear
70%
60%
50%
40%
30%
20%
10%
0%
67%
CRASH ROAD SURFACE
79%
17%
0%
Unknown
0%
Other
0%
Slush
0%
Water
(standing,
moving)
0%
Sand, mud,
dirt, oil,
gravel
Ice
1%
Snow
Wet
3%
Dry
90%
80%
70%
60%
50%
40%
30%
20%
10%
0%
CRASH DRIVER AGES
19%
20%
18%
15%
15%
13%
15%
11%
10%
7%
5%
2%
0%
15-20
21-29
30-39
40-49
50-59
60-69
70-79
80+
9
Crash Data Summary Table
Main Street, between Cottage Street and St. James Place; Great Barrington, MA
January 1, 2009 to December 31, 2011
Crash
Date
4/28/09
10
Crash
Day
Tuesday
Time of
Day
Manner of
Collision
Light
Weather
Road
Condition Condition Surface
3:37 PM
Rear-end
Daylight
Clear
Driver
Contributing
Code
Driver Ages
Comment
Dry
Distracted
47
25
Pedestrian
crosswalk
51
46
Pedestrian
crosswalk
5/7/09
Thursday
7:54 AM
Rear-end
Daylight
Cloudy
Wet
Swerving or
avoiding due to
wind, slippery
surface, vehicle,
object, non-motorist
in roadway, etc.
6/14/09
Sunday
4:19 PM
Rear-end
Daylight
Clear
Dry
Followed too closely
19
66
Pedestrian
crosswalk
6/1/09
Monday
11:01 AM
Sideswipe,
Daylight
same direction
Clear
Dry
Failed to yield to
right of way
63
63
Exiting parallel
parking stall
6/20/09
Saturday
2:35 PM
Rear-end
Cloudy
Dry
Inattention
39
84
Entering parallel
parking stall
Daylight
7/31/09
Friday
9:01 AM
Angle
Daylight
Rain
Wet
Inattention
56
19
7/20/09
Monday
12:19 PM
Angle
Daylight
Clear
Dry
Inattention
58
63
7/20/09
Monday
10:45 AM
Sideswipe,
Daylight
same direction
Cloudy
Dry
Unknown
41
62
7/3/09
Friday
12:00 PM
Sideswipe,
Daylight
same direction
Clear
Dry
Inattention
77
43
7/31/09
Friday
10:59 PM
Angle
Dark lighted
roadway
Cloudy
Dry
Failed to yield to
right of way
49
18
8/29/09
Saturday
11:14 AM
Rear-end
Daylight
Cloudy
Wet
Inattention
24
25
Pedestrian
crosswalk
8/16/09
Sunday
10:29 AM
Sideswipe,
Daylight
same direction
Clear
Dry
Made an improper
turn
48
45
Improper turn in
front of cyclist
8/18/09
Tuesday
4:10 PM
Rear-end
Daylight
Clear
Dry
Inattention
49
58
Pedestrian
crosswalk
8/2/09
Sunday
2:01 PM
Rear-end
Daylight
Cloudy
Wet
Inattention
59
32
9/4/09
Friday
4:33 PM
Rear-end
Daylight
Clear
Dry
Inattention
48
34
9/23/09
Wednesday
Inattention
16
29
Pedestrian
crosswalk
10/31/09
Saturday
2:56 PM
Rear-end
Daylight
Rain
Wet
Followed too closely
64
48
Pedestrian
crosswalk
10/14/09
Wednesday
12:04 PM
Angle
Daylight
Clear
Dry
Inattention
68
20
10/29/09
Thursday
5:48 PM
Rear-end
Dusk
Cloudy
Dry
Followed too closely
51
39
36
53
Rear-end
11/13/09
Friday
10:03 AM
Unknown
Daylight
Clear
Dry
Operating Vehicle
in erratic, reckless,
careless, negligent,
or aggressive
manner
11/21/09
Saturday
12:12 PM
Rear-end
Daylight
Clear
Dry
Inattention
45
73
11/16/09
Monday
8:57 AM
Rear-end
Daylight
Clear
Dry
Inattention
47
60
Clear
Dry
Inattention
45
36
11/16/09
Monday
3:52 PM
Sideswipe,
Daylight
same direction
12/29/09
Tuesday
12:37 PM
Sideswipe,
Daylight
same direction
Clear
Dry
Failed to yield to
right of way
86
25
12/12/09
Saturday
12:12 PM
Rear-end
Daylight
Clear
Dry
Unknown
87
47
1/29/10
Friday
5:07 PM
Rear-end
Dusk
Clear
Dry
Inattention
55
18
Merge at NB
lane drop
Pedestrian
crosswalk
63
Pedestrian
crosswalk
68
62
Six vehicles
involved
Exiting parallel
parking stall
Pedestrian
crosswalk
Crash
Date
Crash
Day
Time of
Day
Manner of
Collision
Light
Weather
Road
Condition Condition Surface
Driver
Contributing
Code
Driver Ages
Comment
1/6/10
Wednesday
3:38 PM
Rear-end
Daylight
Cloudy
Dry
Inattention
38
33
Pedestrian
crosswalk
1/6/10
Wednesday
6:05 PM
Angle
Dark lighted
roadway
Clear
Wet
Inattention
45
36
Exited from
enter-only
driveway
2/23/10
Tuesday
1:25 PM
Sideswipe,
Daylight
same direction
Snow
Ice
No Improper
Driving
24
61
2/12/10
Friday
2:47 PM
Sideswipe,
Daylight
same direction
Clear
Dry
Visibility Obstructed
78
58
Merge at NB
lane drop
3/30/10
Tuesday
5:12 PM
Rear-end
Daylight
Cloudy
Wet
Followed too closely
51
46
Pedestrian
crosswalk
5/25/10
Tuesday
3:15 PM
Rear-end
Daylight
Clear
Dry
Inattention
27
57
Pedestrian
crosswalk
6/4/10
Friday
2:08 PM
Angle
Daylight
Clear
Dry
Failed to yield to
right of way
27
28
6/15/10
Tuesday
4:50 PM
Rear-end
Daylight
Clear
Dry
Followed too closely
21
20
6/9/10
Wednesday
10:00 AM
Rear-end
Daylight
Cloudy
Dry
Inattention
26
57
Pedestrian
crosswalk
7/7/10
Wednesday
5:23 PM
Rear-end
Daylight
Clear
Dry
Inattention
21
44
Pedestrian
crosswalk
7/3/10
Saturday
9:49 AM
Rear-end
Daylight
Clear
Dry
Inattention
35
41
7/9/10
Friday
11:33 AM
Sideswipe,
Daylight
same direction
Clear
Dry
Other improper
action
63
?
7/28/10
Wednesday
3:42 PM
Rear-end
Clear
Dry
Inattention
27
72
3:57 PM
Sideswipe,
Daylight
same direction
Dry
Operating Vehicle
in erratic, reckless,
careless, negligent,
or aggressive
manner
43
21
8/10/10
Tuesday
Daylight
Clear
8/23/10
Monday
4:09 PM
Rear-end
Daylight
Cloudy
Dry
Inattention
19
39
8/30/10
Monday
12:15 PM
Angle
Daylight
Clear
Dry
Inattention
71
70
9/9/10
Thursday
11:11 AM
Single Vehicle
Crash
Daylight
Clear
Dry
Operating defective
equipment
50
9/21/10
Tuesday
4:16 PM
Rear-end
Daylight
Clear
Dry
Inattention
38
63
Clear
Dry
Other improper
action
71
27
Dark lighted
roadway
Clear
Dry
Failed to yield to
right of way
17
21
61
Pedestrian
crosswalk
Merge at NB
lane drop
19
Construction
zone
Entering parallel
parking stall
9/25/10
Saturday
6:16 PM
Sideswipe,
Daylight
same direction
9/25/10
Saturday
7:54 PM
Angle
9/30/10
Thursday
10:06 PM
Dark Sideswipe,
lighted
same direction
roadway
Rain
Wet
No Improper
Driving
55
10/6/10
Wednesday
2:24 PM
Rear-end
Daylight
Rain
Wet
Followed too closely
69
21
11/29/10
Monday
7:34 PM
Angle
Dark lighted
roadway
Cloudy
Dry
Disregarded traffic
signs, signals, road
markings
72
75
12/28/10
Tuesday
2:00 PM
Sideswipe,
Daylight
same direction
Clear
Dry
Unknown
79
46
Merge at NB
lane drop
2/21/11
Monday
12:07 PM
Rear-end
Daylight
Clear
Dry
Inattention
32
37
Pedestrian
crosswalk
2/24/11
Thursday
10:18 AM
Rear-end
Daylight
Clear
Dry
Inattention
76
43
Clear
Dry
Inattention
51
26
Clear
Dry
Other improper
action
53
2/3/11
Thursday
2:36 PM
Sideswipe,
Daylight
same direction
2/11/11
Friday
9:13 PM
Dark Sideswipe,
lighted
same direction
roadway
Hit and Run
Pedestrian
crosswalk
Entering parallel
parking stall
11
Crash
Date
Crash
Day
Time of
Day
Manner of
Collision
Light
Weather
Road
Condition Condition Surface
Driver
Contributing
Code
Driver Ages
Comment
2/14/11
Monday
11:11 AM
Angle
Daylight
Clear
Dry
Failed to yield to
right of way
32
2/18/11
Friday
2:38 PM
Single Vehicle
Crash
Daylight
Clear
Dry
Fatigued/asleep
71
1/21/11
Friday
9:50 AM
Rear-end
Daylight
Snow
Wet
Inattention
64
19
1/31/11
Monday
2:34 PM
Rear-end
Daylight
Clear
Dry
Inattention
34
19
1/18/11
Tuesday
4:16 PM
Rear-end
Dusk
Rain
Snow
Driving too fast for
conditions
64
55
1/12/11
Wednesday
5:24 PM
Dark Sideswipe,
lighted
same direction
roadway
Snow
Snow
Driving too fast for
conditions
20
47
12/20/11
Tuesday
5:38 PM
Angle
Dark lighted
roadway
Clear
Dry
Failed to yield to
right of way
42
60
12/21/11
Wednesday
12:19 PM
Sideswipe,
Daylight
same direction
Rain
Wet
Failed to yield to
right of way
20
45
Entering parallel
parking stall
10/21/11
Friday
6:06 PM
Rear-end
Dusk
Cloudy
Dry
Distracted
41
50
Pedestrian
crosswalk
10/9/11
Sunday
10:32 AM
Rear-end
Daylight
Clear
Dry
Followed too closely
61
39
Pedestrian
crosswalk
9/27/11
Tuesday
10:55 AM
Angle
Daylight
Clear
Dry
Inattention
41
64
8/2/11
Tuesday
11:16 AM
Sideswipe,
Daylight
same direction
Clear
Dry
Other improper
action
34
25
8/12/11
Friday
2:13 PM
Sideswipe,
Daylight
same direction
Clear
Dry
Failed to yield to
right of way
78
70
8/12/11
Friday
3:48 PM
Single Vehicle
Crash
Daylight
Clear
Dry
No Improper
Driving
74
6/17/11
Friday
1:18 PM
Angle
Daylight
Cloudy
Wet
Made an improper
turn
26
35
6/9/11
Thursday
7:09 AM
Sideswipe,
Daylight
same direction
Cloudy
Dry
Inattention
50
52
5/28/11
Saturday
2:49 PM
Rear-end
Daylight
Clear
Dry
Inattention
74
25
Dark lighted
roadway
Clear
Dry
Operating Vehicle
in erratic, reckless,
careless, negligent,
or aggressive
manner
25
Daylight
Clear
Dry
Inattention
54
4/30/11
Saturday
11:00 PM
Single Vehicle
Crash
4/17/11
Sunday
3:59 PM
Rear-end
55
Pedestrian
crosswalk
Merge at NB
lane drop
Struck
pedestrian
22
Merge at NB
lane drop
Pedestrian
crosswalk
Notable trends in the data include:
• High crash months are January, February, June, July, August and September.
• High crash days are Tuesday and Friday.
• 77% of crashes are between 10 a.m. and 6 p.m.
• Rear-end (48%), side-swipe same (27%), and angle (18%) crashes are the dominant crash
types.
• 82% of the crashes happen in daylight.
• 67% of crashes happen in clear conditions.
• 79% of the crashes happen when the road is dry.
• Drivers under 20 and over 70 caused fewer crashes than the intermediary age cohorts.
• 23 of the 74 crashes involve a pedestrian or pedestrian crosswalk.
• 6 of the 74 crashes involve entering or exiting a parallel parking stall.
• 5 of the 74 crashes mention the northbound lane drop.
12
Geometric Design
A. Speed - (Design Speed; Speed Limit & Zones; Sight Distance; Overtaking)
ISSUE
COMMENT
Are there speed related issues along the
corridor? Please consider the following
elements:
• Horizontal and vertical alignment;
• Posted and advisory speeds;
• Driver compliance with speed limits;
• Approximate sight distance;
• Safe passing opportunities.
B. Road Alignment and Cross Section
ISSUE
COMMENT
With respect to the roadway alignment
and cross section, please consider the
functionality of the following elements:
• Functional Classification (Urban Principal
Arterial);
• Delineation of alignment;
• Widths (Lanes, Shoulders, medians);
• Sight distance for access points;
• Cross-slopes;
• Curbs and gutters;
• Drainage features.
C. Intersections
ISSUE
COMMENT
Please consider all potential issues for
intersection safety along the corridor.
Specifically examine:
• Intersection fit alignment (i.e. curvature);
• Traffic control devices;
• Sight distances and sight lines;
• Vehicles can safely slow and stop for turns;
• Conflict point management;
• Adequate spacing for different kinds of
vehicles;
• Capacity problems that create safety
problems;
D. Auxiliary Lanes
ISSUE
COMMENT
• Do auxiliary lanes appear adequate?
• Do taper locations and alignments cause
safety deficiencies?
• Are shoulder widths at merges causing
safety problems?
15
Geometric Design
E. Clear zones and crash barriers
ISSUE
Major considerations for the roadside are
clear zones and crash barriers:
• Are there clear zone issues?
• Are hazards located too close to the road?
• Are side slopes acceptable?
• Are crash barriers like guardrails and curbs
appropriate for minimizing crash severity?
• Are barrier end treatments visible and
safe?
F. Bridges and culverts
ISSUE
Are there specific problems with bridges and
culverts that cause unsafe conditions?
G. Pavement - (defects, skid resistance, and flooding)
ISSUE
• Is the pavement free of defects including
excessive roughness or rutting, potholes,
loose material, edge drop-offs, etc. that
cause safety problems?
• Does the pavement appear to have
adequate skid resistance, particularly on
curves, steep grades, and intersection
approaches?
• Is the pavement free of flooded areas or
where water sheet flow contributed to
safety problems like hydroplaning?
• Is the pavement quality generally sufficient
for safe travel of heavy and/or oversized
vehicles?
H. Lighting and Glare
ISSUE
Lighting dramatically impacts driving at night
and during inclement weather. Specifically
consider the following:
• Is lighting necessary and adequately
provided?
• Is there glare from headlights or sunlight?
16
COMMENT
COMMENT
COMMENT
COMMENT
Traffic Control Devices
I. Signs
ISSUE
Signs are critical for a safe roadway
environment. Please consider the following:
• Are signs visible both day & night,
conspicuous, clear, and applied in the
correct manner?
• Is sign retroreflectivity and illumination
satisfactory?
• Are sign supports safe?
J. Traffic signals
ISSUE
• Are traffic signals designed, installed, and
operating correctly?
• Is the signal processing traffic efficiently?
• Is the controller located in a safe position
where it is easy to access and maintain but
it is unlikely to be struck.
• Are there adequate sight distances to the
ends of vehicle queues?
K. Pavement markings and delineation
ISSUE
• Is line marking and delineation
appropriate for the road’s functional
classification, consistent, and effective
under all driving conditions (day, night,
wet, dry, fog, dawn, dusk, oncoming
headlights, etc.)?
• Are center lines, edge lines, and lane lines
provided? If not, do drivers have adequate
guidance?
COMMENT
COMMENT
COMMENT
17
Roadway Activity
L. Complete Streets
ISSUE
Please consider safety elements for the
following roadway users:
• Pedestrians;;
• Bicycles;
• Public transportation;
• Emergency responders;
• Commercial vehicles; and
• Slow moving vehicles.
COMMENT
Environment
M. Weather and Animals
ISSUE
It is important to consider environmental
impacts, notably weather and animals:
• Effects of rain, fog, snow, ice, and wind on
design features.
• Does the design consider snowfall
accumulation (storage, sight distance,
etc.)?
• Are there known animal travel or
migration routes that could affect design?
18
COMMENT
Great Barrington
Main Street Crashes
2009-2011
Match Line
8
24
65
57
73
51
32
31
42
CHURCH
STREET
54
11
RAIL
R
OAD
S
TR E E
4
12
T
47
11
46
5
69
25
71
43
33
59
49
26
23
52
60
GA
S
HO
US
EL
AN
15
53
CASTLE STREET
BRIDGE STREET
62
28
40
29
E
TACONIC
AVENUE
9
S
ST
EA
66
20
TR
EE
RUSSEL
35
T
T
L STREE
COTTAG
56
COTTAGE STREET
10
44
CO U
19
T
E STREE
A GE
CO T T
LEGEND
RT
21 22
Single Vehicle
Rear End
Angle
H
SOUT T
E
STRE
Sideswipe-Same
Sideswip-Opposite
Head On
58
68
ROSSETER
STREET
3
61
7
16
?
2
27
34
### Serious Injury
45
### Non-Incapacitating
13
36
41
37
48
63
67
55
Match Line
ELM STRE
ET
18
6
PLEASANT STREET
50
30 70
38
°
### Property Damage Only
### Pedestrian/Bicycle
RIVER STREET
1
UE
R A V EN
FRANCIS AVENUE
DRESSE
39
17
72
Unknown
### Fatality
64
PLEASANT STREET
PLEASANT COURT
RE E T
ELM STR
EET
E
MAPL E
U
AVEN
°
19
ELM STR
EET
Great Barrington
Main Street Land Use
2005
Match Line
CHURCH
RAIL
R
OAD
S TR E
STREET
ET
CASTLE STREET
BRIDGE STREET
GA
S
HO
U
SE
L
AN
E
TACONIC
AVENUE
S
EA
TS
TR
T
EE
RUSSEL
L STREE
T
COTTAG
T
E STREE
A GE
CO T T
RE E T
COTTAGE STREET
C OU
RT
Legend
H
SOUT T
E
STRE
Open Space
Commercial
Agricultural
Recreation
STRE
ROSSETER
Residential
ET
Industrial
PLEASANT STREET
Match Line
20
ELM STRE
ET
Transitional
°
Infrastructure
RIVER STREET
E
Institutional
PLEASANT STREET
PLEASANT COURT
AVENU
FRANCIS AVENUE
R
DRESSE
E
MAPL E
U
AVEN
°
Audit Observations
The audit participants discussed safety issues along the study corridor, particularly at
intersections before touring the entire corridor together. The group discussed factors that
generally contribute to crashes along the Main Street corridor, including:
• Parallel on-street parking, narrow driveways, and the mature pear trees block visibility,
encroach within sight triangles and block signage from view along the corridor.
• The close proximity of other states and the intensity of the Berkshires’ summer tourism
season equates to many visitors that are unfamiliar with local and regional traffic patterns.
• There is a significant amount of traffic from outside the region. Drivers unfamiliar with
local traffic conditions use US Route 7 because it connects Northwestern Connecticut and
Southern Berkshire County to the Massachusetts Turnpike (I-90).
• Speed limits decrease through the thickly-settled downtown business district but some
drivers carry excessive speeds through the corridor.
• Travellers familiar with the region use Bridge Street east to East Street, which connects to
the north with State Road, as an informal bypass of downtown. This pattern funnels traffic
onto local streets and intersections that are not designed to accommodate heavy volumes
and large trucks.
• The project eliminates thirty four (34) on-street parking spaces, improving visibility but
decreasing an already scarce supply of public parking.
• Although not within the study area, southbound traffic from North Plain Road onto Main
Street at the State street intersection consistently runs the red light (8 observed in one
cycle). This driver behavior may carry through the study corridor and traffic control should
be as visible as possible to counteract it.
• Crosswalk signage is not consistent with other locations on the US 7 corridor. Pedestrian
crossings on State Road (US 7) north of the study corridor have pedestrian warning signs at
each crosswalk. This inconsistency may negatively affect how drivers perceive pedestrians
in the corridor.
Beginning at the northernmost intersection, Cottage Street and Main Street, RSA participants
observed conditions as they moved southward along the corridor. At the Cottage Street
intersection:
• The traffic signals lack back-plates and the signal heads are predominantly incandescent
instead of more visible LED lights.
• The signal distance from the stop bars on the north and south legs of the intersection to
the signal heads may not be in the most visible positions. This makes upward visibility for
stopping traffic less than ideal and gives motorists the perception that the intersection is
shorter that it really is.
• Pedestrian signals and push buttons should be on all three legs of the current intersection.
• The parking along the west side of Main Street, north of the intersection, impairs visibility,
particularly for driveways on that side of Main.
• The crossing distances for pedestrians are particularly wide at this intersection.
• There is a fire hydrant immediately adjacent to the curb on the west side of the intersection
that may be easily struck if a vehicle departs the roadway.
21
The Rossiter Street and Main Street intersection begins to have a greater ‘downtown’ context.
The intersection approaches from the west and almost aligns with the Rite Aid driveway on the
east side of Main Street. The mid-block crossing between the Rossiter and Dresser intersections
has amber incandescent flashers.
• Many pedestrians use the area, particularly because of the drug store, library, and post office.
• Vehicles seem to travel particularly fast because of the wide travel lanes.
• Pedestrian areas are dark at night.
The next intersection south, Main Street and Dresser Avenue begins more intense pedestrian
area close to the previously mentioned pedestrian mid-block crossing close to the post office and
the library. The corridor has progressively more intense land uses along with traffic and demand
for on-street parking. The Main Street and Pleasant Avenue intersection is on the east side of the
road, just south of the Dresser Avenue intersection, near where the northbound lane drop starts.
• Signage leading to and at the signalized mid-block crossing is not consistent with the MUTCD,
The signage should indicate yield to pedestrians, not stop for pedestrians.
• The street trees and landscaping begin to block vertical and forward visibility for pedestrians
crossing the road and vehicles approaching driveways and crosswalks.
• This is the northern end of the northbound merge taper that begins to the south around
Pleasant Avenue. The taper has two merge signs and could be extended with additional
signage and/or amber flashers.
The next intersection south, Elm Street intersecting Main Street from the west, will have a new
traffic signal as a part of project.
• Existing signage appears particularly dull in daylight and is not adequately reflective at night.
• The horizontal curvature of Main Street at the intersection, combined with on-street parking,
impairs visibility for motorists turning from Elm Street.
• Business and street signs are poorly placed for their own visibility and lessening the visibility
for motorists and pedestrians.
• There are intensive uses like a bank and a church adjacent to the Elm Street intersection.
Church Street intersects with Main Street from the east, south of the Elm Street intersection.
There is an unsignalized mid-block crossing that connects Main Street with an alley. This alley
goes west to the majority of Great Barrington’s public parking lots.
• There is significant pedestrian activity at the mid-block crossing, however, there are no
roadside pedestrian crosswalk advisory signs or signals.
• “Sandwich-board” style signage should not block visibility, particularly on intersection corners.
• ADA compliant grades on the west side of the pedestrian crosswalk are difficult because the
existing road and the sidewalk have a significant change in elevation between them.
The next intersection south is where Railroad Street is one-way to the west. The Town intends to
extend street improvements along Railroad Street when funding becomes available.
• Street trees obstruct visibility, particularly signs and landmarks.
• National Grid owns the current cobra-head lighting that is not very effective and obscured by
street trees.
• Railroad Street handles local delivery trucks. Signs are not on the northwest corner of the
intersection because turning trucks repeated damaged previous installations.
22
Bridge Street to the East and Castle Street to the west is the next intersection south along the
corridor. Castle Street is a dead end with limited public parking areas, a park, and the Mahaiwe
performance venue.
• Traffic exiting east from Castle Street does not have an overhead signal. There is a signal on
the northeast corner of the intersection for the eastbound Castle Street traffic. An overhead
signal is required on each leg of the intersection.
• There are missing regulatory signs for turning movements at the intersection.
• The radii on the southeast corner should accommodate large trucks because the intersection
is a significant route for deliveries to the buildings on the east side of Main Street.
• The Town Hall has a one-way drive that exacerbates traffic congestion during events and
peak days.
• The existing signal configuration is confusing and the signal heads are not necessarily lined
up with the correct lanes.
• Traffic exiting on Castle Street must wait for vehicles on Bridge Street to trip the signal cycle.
Often cars pull too far forward, blocking the Town Hall driveway, when they are trying to trip
the signal.
The Taconic Avenue (locally known as St. James) intersection from the west is the last intersection
within the project boundaries.
• The intersection signals are not located in the best positions from the stop bars on Main
Street.
• Northward visibility from Taconic is obstructed by a hill and trees. The stop bars on Taconic
are after the crosswalk, instead of before.
• Northbound left turns from Main Street have a lead automatically.
• The pedestrian phases are concurrent, instead of exclusive of, the signal phases.
23
Potential Safety Enhancements
After the site visit, audit participants returned to the Town Hall and discussed the safety issues and
consider short and long term improvements for each issue. Each improvement was categorized
as short-term, midterm, or long-term and low, medium, and high cost:
Estimated Time Frame and Costs Breakdown
Time Frame
Costs
Short-term <1 year
Low <$10,000
Mid-term 1–3 years
Medium $10,000–$50,000
Long-term >3 years
High >$50,000
The audit team first focused on proposed improvements that are already incorporated or should
be incorporated into the corridor reconstruction project, which address several of the issues
discussed during the audit, as follows:
Signalization improvements apply all the appropriate locations within the project corridor.
• Provide new signal equipment at all existing signalized intersections within the project
limits. Signal reconstruction at each location will include a full upgrade with modern signal
equipment. Signal head locations should be reviewed to MassDOT standards.
• All new signal heads should use 12” LED lenses.
• Include reflectorized back-plates on all overhead-mounted signal heads increasing the
visibility of overhead signals for approaching vehicles.
• Apply new pavement markings and arrow/only markings at all intersections. New pavement
markings will be applied along the entire corridor, with new arrow and only markings for
dedicated turn lanes.
• Provide wheelchair ramps, crosswalks and pedestrian signal accommodations. All signalized
intersections should have pedestrian signals with a pedestrian signal phase.
• Handicap access ramps with grades and cross slopes meeting ADA requirements should be
provided at all crosswalk locations.
• The existing yellow and all red clearance times should be determined from the existing traffic
signal controller and compared to minimum requirements calculated based on the Institute
of Transportation Engineers (ITE) methodology. Proper clearance times could reduce the
number of rear-end and angle crashes occurring at intersections. This is a short-term, low
cost improvement that could be done in advance of planned improvements. Clearance times
for the proposed geometry should also be calculated according to ITE methodology as part
of planned improvements.
• Although not specifically discussed as a safety issue, the proposed project may include
preemption for emergency vehicles at traffic lights.
• All proposed signals should be fully actuated, with detection on the main line and the side
street. Existing signals are semi-actuated, with detection on the side street only.
• The existing speed regulations established by MassDOT along the corridor are consistent with
the design speed of the proposed project and with 85th percentile speeds recorded during
the project development process. Additional enforcement is a short-term improvement with
no cost, except for the cost of potential reduced enforcement elsewhere.
• Create public information and awareness for changes to traffic and parking along Main Street
that coincide with the project. Include suggestions for appropriate merchant signage.
• Communities and MassDOT should review signage for US 7 corridor for consistency north
from Great Barrington to the Massachusetts Turnpike.
24
Cottage Street and Main Street
• Relocate signals and ensure they are positioned over the far side of the intersection, above
travel lanes, so they are visible and accurately portray the length of the intersection.
• Shift or eliminate the parallel parking spaces at the northeastern corner on Main Street.
• Add bump-outs where possible to shorten crosswalk length.
• Shift fire hydrant back from curb on west side of intersection.
Rossiter Street and Main Street
• Select travel lane width appropriate to the context of the roadway within AASHTO standards.
• Improve pedestrian oriented overhead lighting.
• Review the northbound merge lane location relative to the pedestrian crossing. Position
both so that drivers are not focused on merging instead of pedestrians.
Dresser Avenue and Main Street
• Install proper signage in advance of and at the mid-block crossing. The designer should
examine the utilization of the crosswalks and consider rapid flash LED beacons can increase
yielding rates and effectiveness from 18 % to 86% according to an FHWA study. Suggested
warrants for rectangular rapid LED flashers, as well as the study results, can be found at http://
mutcd.fhwa.dot.gov/resources/interim_approval/ia11/stpetersburgrpt/stpetersburgrpt.pdf .
• Remove and replace all of the Bradford pear trees from this intersection south with more
appropriate and native species. Proper street trees will allow for better visibility and
wayfinding, along with reducing falling debris and maintenance costs.
Elm Street and Main Street
• The Elm Street intersection highlights the dull and poorly visible signage along the corridor.
• Ensure proper sight triangles from Elm Street and review the need for a “no right on red” to
protect motorists turning south onto Main Street with limited sight distance.
Church Street and Main Street
• Improve visibility and signage at mid-block crossing.
• Install ADA compliant ramps at the mid-block crossing, along with narrowing the street width
and adjusting parallel parking on Main and Church Streets to improve visibility.
Railroad Street and Main Street
• Replace street sign and install wayfinding on the northwest corner of the intersection,
ensuring the radius accommodates trucks and Fire Department vehicles.
Castle Street/Bridge Street and Main Street
• Replace eastbound from Castle Street signal and pedestrian signal for Bridge Street
crosswalk. Ensure the southeast radius with Bridge Street accommodates truck traffic. Use
box configuration for signal installation and align properly.
• Install proper regulatory signs, especially where they are missing.
• Reconfigure the Town Hall’s driveway and circulation.
Taconic Avenue and Main Street
• Relocate the signal heads to more visible positions on new mast arms.
• Cut back the hill and remove trees when relocating the Taconic crosswalk so that northward
visibility is improved and pedestrians are better separated from vehicles.
• Adjust pedestrian phases so they are consistent with other pedestrian phases on the US 7
corridor (exclusive or concurrent).
25
Safety Enhancement Summary
Safety Issue
Signal
Equipment,
Pedestrian
Accommodation
Pavement
Markings
Clearance Phase
Timing
Pedestrian
Accommodation
Speed
Enforcement
Traffic Pattern
Change Public
Information
Campaign
Reposition
Signals
Adjacent OnStreet Parking
Pedestrian
Crosswalk BumpOuts
Shift Hydrant
Pavement Width
Pedestrian
Lighting
Extend
Northbound
Merge
Safety Enhancement
Responsibility
All Locations
Reconstruct traffic signal with
new equipment, including mast
arms, signal heads with 12” LED
lenses and back-plates, pedestrian
Project
accommodations, loop detectors,
and
emergency
preemption
equipment.
Reapply pavement markings
Project
Study existing clearance times
and make appropriate changes.
Recalculate clearance times as part
of the proposed improvements.
Town/Project
Provide ADA compliant ramps,
signals and actuators at all
Project
crosswalks
Increase speed enforcement along
Town
the corridor
Disseminate information about
changes to traffic on Main Street
Town
after the project, including parking
opportunities.
Cottage Street and Main Street
Relocate the signal heads, using
additional mast arms as needed, to
Project
align the heads per the MUTCD.
Shift or eliminate the parallel parking
spaces at the northeastern corner of
Project
the Main Street intersection leg to
improve visibility.
Shorten the length of pedestrian
crossings by installing bump-outs or
Project
tightening intersection.
Move fire hydrant on west side of
Project
road back from curbline.
Rossiter Street and Main Street
Reduce travel lanes to standard
widths, reducing speeds and
Project
increase driver attention
Notably at this intersection, but
also through the corridor, improve
Project
pedestrian-oriented lighting.
Extend the northbound merge and
provide more advance warning to
Project
decrease sideswipe same-direction
crashes.
Safety Payoff Time Frame
Cost
High
Mid-term
**
High
Mid-term
**
High
Short-term
$2,000
(Town)
High
Mid-term
**
Medium
Short-term
PD
Medium
Short and
Mid-term
$2,500
High
Mid-term
**
Medium
Mid-term
**
Medium
Mid-term
**
Medium
Mid-term
**
High
Mid-term
**
Medium
Mid-term
**
Medium
Mid-term
**
* These improvements were not part of the proposed project as described and should be included in the next submission. All other “Project”
safety enhancements are assumed to already be included in the proposed improvements.
** Improvements to be incorporated into the proposed project are assumed to be included as part of the overall project cost.
26
Safety Issue
Improve
Pedestrian MidBlock Crossing
Replace/Remove
Street Trees
New Signal
Improve
Pedestrian Midblock Crossing at
Rotary Way
Increase visibility
for Pedestrians
and Vehicles at
Intersection.
Safety Enhancement
Responsibility
Dresser Avenue and Main Street
Install correct signage and consider
benefits of rectangular rapid flash
Project
LED amber beacons.
Replace or remove street trees
Project
beginning here to improve visibility.
Elm Street and Main Street
New traffic light and removal of
view-obstructing parallel parking
Project
spaces on Main Street at Elm Street.
New signal includes ‘no right on red‘
for south turning traffic off of Elm.
Church Street and Main Street
Improve
signage,
investigate
rapid flashing LED beacons, and
Project
install ADA compliant ramps. This
facilitates public parking usage.
Remove or shift parking away from
intersection on both Main and
Project
Church Streets.
Safety Payoff Time Frame
High
Mid-term
**
High
Mid-Term
**
High
Mid-term
**
High
Mid-term
**
Medium
Mid-term
**
Mid-term
**
Mid-Term
**
Long-term
Up to
$100k
Mid-term
**
Railroad Street and Main Street
Northwest
Widen northwest corner radius
Corner Radius
to accommodate trucks and Fire
and Signage
Department vehicles. Install visible
Project
Medium
signage for both the street name
and other wayfinding.
Castle / Bridge Street and Main Street
New MastReplace eastbound from Castle
arm Signal
Street signal and pedestrian signal
Configuration
for Bridge Street crosswalk. Ensure
Project
Medium
and Southeast
the southeast Bridge Street radius
Radius Correction accommodates truck traffic.
Reconfigure
Shift driveways and parking areas to
Town Hall
better manage internal circulation
Driveway
and public parking.
Town
Low
and Internal
Circulation
Taconic Avenue and Main Street
Relocate Signals
Relocate the signal heads to more
Project
High
visible positions on new mast arms.
Improve Visibility
From Taconic
and Relocate
Crosswalk
Pedestrian Signal
Phases
Cut back the hill and remove
trees when relocating the Taconic
crosswalk closer to the intersection,
after the stop bar.
Adjust pedestrian signal phases so
that they are consistent in timing
and order (concurrent or exclusive)
with other pedestrian phases on the
US 7 corridor.
Cost
Project
High
Mid-term
**
Project
Medium
Mid-term
***
* These improvements were not part of the proposed project as described and should be included in the next submission. All other “Project”
safety enhancements are assumed to already be included in the proposed improvements.
** Improvements to be incorporated into the proposed project are assumed to be included as part of the overall project cost.
27
ROAD SAFETY AUDIT
Main Street, between Cottage Street and St. James Place; Great Barrington
Great Barrington Town Hall
334 Main Street Great Barrington, MA 01230
10:00 a.m. to 1:00 p.m.
• TYPE OF MEETING: High Crash Location - Road Safety Audit
• ATTENDEES: Invited Participants to comprise a multidisciplinary team
• PLEASE BRING: Thoughts and enthusiasm!
AGENDA
• 10:00 a.m. - Welcome and Introductions
• 10:15 a.m. - Site Specific Material Review
- Crash, Speed, and Volume Summaries
- Existing Geometries and Conditions
• 11:15 a.m. Visit the Project Site
- Walk the corridor from Cottage St. to St. James Pl.
- As a group, identify areas for improvement
• 12:00 noon Post-Visit Discussion / RSA Completion
- Share observations and finalize findings
- Potential improvements and final recommendations
• 1:00 p.m. Adjournment (but the RSA is not over)
Additional Participant Instructions:
• Participants should examine the South Street corridor in advance of the meeting and
consider the RSA Prompt List at the end of these materials.
• The process involves all participants from meeting to final report comments. Participants
are encouraged to come with thoughts and ideas, but are reminded that the synergy and
respect for others’ opinions are integral for a successful RSA process.
• Participants are expected to review the final draft RSA to assure it is reflective of the
multidisciplinary team’s audit.
28