ROAD SAFETY AUDIT
Memorial Drive (Route 33)
City of Chicopee
October 15, 2015
Prepared For:
MassDOT
Prepared By:
VHB, Inc.
Union Station – Suite 219
2 Washington Square
Worcester, MA 01604
Road Safety Audit—Route 33, Chicopee
Prepared by VHB, Inc.
Table of Contents
Contents
Background ................................................................................................................................. 1
Project Data ................................................................................................................................. 1
Project Locations and Descriptions ........................................................................................... 2
Corridor Characteristics....................................................................................................................... 5
Intersection Characteristics ................................................................................................................. 6
Crash History..................................................................................................................................... 10
Audit Observations and Potential Safety Enhancements...................................................... 29
Corridor-Wide Issues ........................................................................................................................ 29
New Ludlow Road at Route 33 ......................................................................................................... 34
Britton Street at Route 33 .................................................................................................................. 35
James Street at Route 33.................................................................................................................... 36
McDonalds/Fairview Shopping Center at Route 33 .......................................................................... 38
Streiber Drive at Route 33 ................................................................................................................. 39
Irene Street and Jamrog Drive at Route 33........................................................................................ 40
Pendleton Avenue at Route 33 .......................................................................................................... 41
Granby Road and Westover Road at Route 33 .................................................................................. 42
Fairview Shopping Center (S&S/Home Depot) at Route 33 ............................................................. 44
MassPike (Exit 5) at Route 33 ........................................................................................................... 45
Aldi’s Plaza at Route 33 .................................................................................................................... 46
Fuller Road at Route 33..................................................................................................................... 46
Summary of Road Safety Audit ............................................................................................... 48
List of Appendices
Appendix A.
Appendix B.
Appendix C.
Appendix D.
Appendix E.
RSA Meeting Agenda
RSA Audit Team Contact List
Detailed Crash Data
Additional Information
Road Safety Audit References
Road Safety Audit—Route 33, Chicopee
Prepared by VHB, Inc.
List of Figures
Figure 1: Locus Map .................................................................................................................................. 4
Figure 2: New Ludlow Road Collision Diagram ..................................................................................... 12
Figure 3: Britton Street Collision Diagram .............................................................................................. 15
Figure 4: James Street Collision Diagram ............................................................................................... 16
Figure 5: McDonald’s & Fairview Shopping Plaza Collision Diagram .................................................. 17
Figure 6: Streiber Drive Collision Diagram............................................................................................. 18
Figure 7: Irene Street & Jamrog Drive Collision Diagram ...................................................................... 20
Figure 8: Pendleton Avenue Collision Diagram ...................................................................................... 21
Figure 9: Granby Road & Westover Road Collision Diagram ................................................................ 23
Figure 10: Fairfield Shopping Plaza & Chicopee Marketplace Collision Diagram................................. 24
Figure 11: MassPike (Exit 5) & Chicopee Marketplace Collision Diagram............................................ 26
Figure 12: Aldi’s Plaza Collision Diagram .............................................................................................. 27
Figure 13: Fuller Road Collision Diagram .............................................................................................. 28
List of Tables
Table 1: Participating Audit Team Members ............................................................................................. 2
Table 2 - Roadway Functional Classifications .......................................................................................... 3
Table 3 - Major Roadway Cross-Section ................................................................................................... 5
Table 4 - Traffic Volume Summary ........................................................................................................... 6
Table 5 - Intersection Crash Rate............................................................................................................. 11
Table 6: Estimated Time Frame and Costs Breakdown ........................................................................... 48
Table 7: Potential Safety Enhancement Summary – Corridor-wide ........................................................ 49
Table 8: Potential Safety Enhancement Summary - New Ludlow Road at Route 33 .............................. 51
Table 9: Potential Safety Enhancement Summary - Britton Street at Route 33 ...................................... 52
Table 10: Potential Safety Enhancement Summary – James Street at Route 33 ..................................... 52
Table 11: Potential Safety Enhancement Summary - McDonalds/Fairview Shopping Plaza at Route 3353
Table 12: Potential Safety Enhancement Summary - Streiber Drive at Route 33 ................................... 54
Table 13: Potential Safety Enhancement Summary - Irene Street and Jamrog Drive at Route 33 .......... 54
Table 14: Potential Safety Enhancement Summary - Pendleton Avenue at Route 33 ............................. 55
Table 15: Potential Safety Enhancement Summary - Granby Road and Westover Road at Route 33 .... 56
Table 16: Potential Safety Enhancement Summary - Fairview Shopping Center at Route 33 ................ 57
Table 17: Potential Safety Enhancement Summary - MassPike (Exit 5) at Route 33 ............................. 58
Table 18: Potential Safety Enhancement Summary - Aldi's Plaza at Route 33 ....................................... 58
Table 19: Potential Safety Enhancement Summary - Fuller Road at Route 33 ....................................... 59
Road Safety Audit—Route 33, Chicopee
Prepared by VHB, Inc.
Background
Defined by the Federal Highway Administration (FHWA) as a “formal safety performance examination
of an existing or future road or intersection by an independent, multidisciplinary team”, a road safety
audit (RSA) investigates safety issues and identifies potential safety improvements. The Commonwealth
of Massachusetts through the Highway Safety Improvement Program (HSIP) requires a RSA for
HSIP-eligible locations in order to receive safety-related funding. The outcome of an RSA can be
evaluated and included as part of any future or current design process. Any short-term, low-cost potential
improvements should be considered by the responsible agency for implementation prior to any significant
reconstruction efforts.
The Route 33 corridor in Chicopee has routinely had a history of high crash locations. Dating back to
2009, fifteen unique locations along the corridor have had crash clusters significant enough to qualify for
HSIP funding. Included within these locations are the signalized intersections of Route 33 with Pendleton
Avenue and Route 33 with the Chicopee Market Place driveway and MassPike Exit 5 ramps, which were
identified in the Massachusetts Department of Transportation’s (MassDOT’s) 2012 Statewide Top 200
Intersection Crash List. This listing ranks the 200 intersections throughout the State with the highest
Equivalent Property Damage (EPDO) score, which is a methodology allowing crashes to be weighted
based on whether they are property damage crashes, or whether an injury or fatality occurred. The
intersection of Route 33 and Pendleton Avenue is routinely on the listing with a ranking as high as 22nd in
2011 (the intersection is ranked 45th in the current report). The intersection of Route 33 with the Chicopee
Market Place driveway and MassPike Exit 5 ramps was added to the most recent list, and is currently
ranked 159th. (The Massachusetts Department of Transportation (MassDOT) has requested an RSA be
performed along this corridor as a first phase of a project to improve safety and signal operations along
the corridor. City Engineering and Public Works departments could implement the short-term, lower cost
safety measures prior to any major re-construction efforts to be covered by a future STIP project
(MassDOT Project #607736). MassDOT may also be able to implement some measures to improve safety
and delays along the corridor.
Project Data
An RSA was conducted on August 11, 2015 for the Route 33 corridor in Chicopee from New Ludlow
Road to Fuller Road. The meeting was conducted in the Chicopee Department of Public Works
conference room, and included a review of the corridor through the use of video and site photos.
Participants were reminded the RSA was a collaborative effort to ensure a thorough understanding of the
corridor deficiencies and safety concerns. As an active discussion, participants provided an initial list of
specific issues and concerns. Following a preliminary discussion on the existing issues along the corridor,
the Team Members drove the corridor and made stops at several of the project intersections to review
concerns that were raised during discussions. Following the site walk, participants held a post-meeting to
discuss potential short-term and intermediate/long-term countermeasures for each safety concern. The
specific agenda for the day may be found in Appendix A. In total, 9 team members participated in the
road safety audit, and as indicated in Table 1, representatives were present from State, Regional and Local
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Road Safety Audit—Route 33, Chicopee
Prepared by VHB, Inc.
agencies and included a cross-section of engineering/planning, operations, and enforcement expertise. A
complete list of contact information for the participants may be found in Appendix B.
Prior to the day of the RSA, VHB compiled crash data for the audit area intersections using Crash Reports
from January 2010 through December 2012 provided by MassDOT. From this data, Collision Diagrams
were prepared and the crash history was summarized in tabular and chart format. This material was
distributed to all RSA invitees. A detailed discussion of crash history along the corridor is provided herein
and all backup crash data are included in Appendix E.
Table 1: Participating Audit Team Members
Audit Team Member
Agency/Affiliation
Kevin Chiang
MassDOT – Boston
Laura Hanson
MassDOT – District 2
Luke Hayes
MassDOT – District 2
Francis Tainter
MassDOT – District 2
Steven Frederick
Chicopee Department of Public Works
Mark Page
Chicopee Police Department
Lee M. Pouliot
Chicopee Planning Department
Keith Wenners
VHB
Gregory Russell
VHB
Project Locations and Descriptions
Chicopee is a Massachusetts municipality with a population of 55,298 (2010 US Census) located in
Hampden County neighboring Springfield to the south. Route 33 provides a vital north-south link for
communities to access other regional roadways (including Route 202 and I-90/MassPike), shopping
centers, business and educational facilities. The RSA focused on an approximately 3-mile section of
Route 33, also referred to as Memorial Drive (See Figure 1). Key intersections include twelve locations
consisting of 14 traffic signals (detailed descriptions of intersections are provided in Appendix C):
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
Britton Street at Route 33;
James Street at Route 33: includes weaving movement upstream from signal (two signals);
McDonalds/Fairview Shopping Center at Route 33;
Streiber Drive at Route 33;
Irene Street & Jamrog Drive at Route 33;
Pendleton Avenue at Route 33;
Westover Road & Granby Road at Route 33: includes weaving movement upstream from signal
(two signals);
Fairview Shopping Plaza & Chicopee Marketplace North Driveway at Route 33;
Massachusetts Turnpike Exit 5 & Chicopee Marketplace South Driveway at Route 33;
Aldi Shopping Center at Route 33;
Fuller Road at Route 33; and
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Road Safety Audit—Route 33, Chicopee
Prepared by VHB, Inc.
12. New Ludlow Road at Route 33.
Roadways within the audit limits are a mix of ownership; Route 33 is state-owned and maintained, as are
the ramps to and from the MassPike, while the remaining intersecting roads are all City-owned and
maintained. Route 33 and James Street are both National Highway System (NHS) roadways, which puts
them under a separate set of standards. The functional classification of each roadway within the audit area
is presented in Table 2.
Table 2 - Roadway Functional Classifications
Street
Classifications
Memorial Drive (Route 33)
New Ludlow Road
Britton Street
James Street (East)
James Street (West)
McDonalds/Fairview Shopping Center
Streiber Drive
Irene Street
Jamrog Drive
Pendleton Avenue
Westover Road
Fairview Shopping Plaza & Chicopee Marketplace
Ramp I-90
Aldi Shopping Center
Fuller Road
Urban Principal Arterial
Urban Minor Arterial
Local
Urban Principal Arterial
Urban Minor Arterial
Driveways
Local
Urban Collector
Local Road
Urban Collector
Urban Minor Arterial
Driveways
Urban Principal Arterial
Driveway
Urban Minor Arterial
Regulated speed limits in the audit area range from 35mph to 40mph along Memorial drive (Route 33)
and from 25mph to 30mph along the intersecting roadways.
The corridor consists of many commercial businesses ranging from smaller fast-food and retail stores to
larger restaurants, strip malls and big box retail stores. There is also a variety of residential uses including
single/multi-family dwelling, apartments and an assisted living facility (Arbors assisted Living at
Chicopee).
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Road Safety Audit—Route 33, Chicopee
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Figure 1: Locus Map
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Road Safety Audit—Route 33, Chicopee
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Corridor Characteristics
The cross-section of Route 33 (Memorial Drive) varies within the project area with details provided in
Table 3. Travel lanes are generally adequate at 10 to 12 feet in width and have large shoulders at
approximately 10 feet in width. Sidewalks are provided throughout most of the audit area, varying from 5
to 10 feet in width. Curb ramps and/or cut-thrus are provided at all crosswalks but are not all constructed
to current Architectural Access Board (AAB)/Americans with Disabilities (ADA) standards.
Crosswalks are present at most side streets along Memorial Drive with the exception of Maui Drive,
Edbert Street, Fuller Road (eastern leg). The majority of site drives within the study area have crosswalks
while only a handful do not. Crosswalks are present across Route 33 (Memorial Drive) at: Britton Street
(southern leg), Fairview Shopping Center (northern leg), Streiber Drive (southern leg), Irene
Street/Jamrog Drive (northern leg), Pendleton Avenue (northern leg), Granby Road/ Westover Road
(northern leg), Fairview Shopping Plaza (northern leg), MassPike Exit 5 (southern leg), Aldi Shopping
Center (northern leg) and Fuller Road (southern leg). All Crosswalks across Memorial Drive are
signalized and there are no mid-block crossing. Crosswalks are marked by two-12” white parallel lines.
Table 3 - Major Roadway Cross-Section
Street
Travel Lanes
On-Street Parking
2 lanes, each direction
No
New Ludlow Road
Width
*40’-68’ SB
*34’-56’ NB
28’
1-lane, each direction
Britton Street
30’
1-lane, each direction
James Street
Streiber Street
Irene Street
Jamrog Street
Pendleton Avenue
Granby Road
Westover Road
*30’-40’
28’
28’
32’
27’-39’
*42’
*42”
*22’ on
*22’ off
28’-40’
1-lane, each direction
1-lane, each direction
1-lane, each direction
1-lane, each direction
1-lane, each direction
1-lane, each direction
1-lane, each direction
On-ramp: 2 lanes
Off-Ramp: 2 lanes
1-lane, each direction
No
EB: No
WB: East of College Street
No
No
No
No
No
No
No
Route 33 (Memorial Drive)
Exit 5 Ramps
Fuller Road
No
No
Bus Facilities
The corridor experiences some pedestrian activity and associated pedestrian-related crashes due to the
number of businesses/services provided along the corridor. There several bus pick-up and drop-off
locations on either side of Memorial Drive with a main stop at Walmart (across from MassPike Exit 5
Ramp). Bus line X90 of the Pioneer Valley Transit Authority (PVTA) runs from 6:00 AM to 9:00 PM at a
frequency of two busses per hour (approximately 30 stops). On Sundays, the number of stops is greatly
reduced with hours of operation reduced to 9:00 AM to 5:00 PM at a frequency of one bus per hour
(approximately 8 stops).
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Road Safety Audit—Route 33, Chicopee
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Traffic Volumes
Traffic volume data was collected in October 2014 on a typical Tuesday, Wednesday and Thursday. To
get an understanding of the daily volumes along the corridor 3 Automatic Traffic Records (ATR) were
used along the corridor for 2 day period. The daily traffic volumes are detailed in Table 4. Turning
movement counts (TMC) were collected at each intersection at four hour intervals during the AM and PM
Peak hours. Volume figures summarizing the observed turning moment volumes are presented in the
Appendix D.
Table 4 - Traffic Volume Summary
Location
Memorial Drive
North of James Street
Memorial Drive
North of Pendleton Avenue
Memorial Drive
South of MassPike (Exit 5)
Daily
Weekday
Weekday Morning Peak Hour
Volume K-Factor Dir. Dist.
Weekday Evening Peak Hour
Volume K-Factor Dir. Dist.
18,600
1,070
5.7%
59% SB
1,540
8.3%
54% NB
25,500
1,570
6.1%
58% SB
1,865
7.3%
52% SB
21,100
1,350
6.4%
53% SB
1,540
7.3%
53% SB
Intersection Characteristics
The following provides a summary of the geometric characteristics of each of the signalized intersections
within the audit area.
New Ludlow Road & Route 33
The intersection of New Ludlow Road and Route 33 is a four-leg signalized intersection. The Route 33
approaches are divided by a 3-foot wide median at this location. The northbound Route 33 approach
consists of a designated left turn lane, a thru lane and a shared thru/right turn lane. There is also a wide
shoulder on the northbound approach that does not carry through to the north side of the intersection. The
southbound approach consists of a designated left turn lane, two thru lanes and a designated right turn
lane. Both New Ludlow Road approaches consist of a single general purpose travel lanes.
This intersection is controlled via two mast arms and two signal posts located in the median. There are
single overhead indications for each mainline approach and two signal indications for each New Ludlow
Road approach. Crosswalks and ADA-compliant ramps are provided across all four legs of this
intersection.
Britton Street & Route 33
The intersection of Britton Street and Route 33 is a four-leg signalized intersection. The Route 33
approaches are divided by a 3-foot wide median at this location. Both Route 33 approaches consist of a
designated left turn lane, a thru lane and a shared thru/right turn lane. Both approaches have
approximately 9 foot wide shoulders. Both Britton Street approaches consist of a single general purpose
travel lanes.
This intersection is controlled via two mast arms and two signal posts located in the median. There are
single overhead indications for each mainline approach and two overhead signal indications for each
Britton Street approach. Crosswalks and ADA-compliant ramps are provided across all but the north leg
of the intersection.
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Road Safety Audit—Route 33, Chicopee
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James Street & Route 33
The intersection of James Street and Route 33 is a former rotary that has been converted to a signalized
intersection. The Route 33 approaches pass through the circle, while the James Street approaches utilize
the circular roadway. Both Route 33 approaches consist of three thru lanes and a channelized right turn
lane. Once inside the circle the inside thru lane becomes a designated left turn lane. Both James Street
approaches consist of a designated left turn lane, a thru lane and a channelized right turn lane, which is
under stop sign control.
The Route 33 approaches are controlled by two separate traffic signal indications; one outside of the
circle and one inside the circle. Each James Street approach is controlled by a single overhead signal
indication as well as single supplemental post-mounted signals. There are no available pedestrian
crossings of Route 33 at this intersection.
McDonalds/Fairview Shopping Center & Route 33
The intersection of Route 33 with the driveways to McDonald’s and the Fairview Shopping Center is a
four-leg signalized intersection. The Route 33 approaches are divided by a 3-foot wide median at this
location. The northbound Route 33 approach consists of a designated left turn lane, two thru lanes and a
designated right-turn lane, with a 1- to 2-foot shoulder. The southbound Route 33 approach consists of a
designated left-turn lane, a thru lane and a shared thru/right turn lane. The southbound approach has a 9foot shoulder that is regularly used as a right-turn lane into the McDonald’s driveway. The eastbound
McDonald’s approach is striped as two general purpose travel lanes. The McDonald’s also has a two-lane
exit-only driveway south of the intersection. The westbound approach from the Fairview Shopping Center
consists of a designated left-turn lane and a shared through/right-turn lane. It should be noted that the
markings on the Fairview driveway are yellow in color, rather than white. There are no marked shoulders
on either of the driveway approaches.
This intersection is controlled via two mast arms and two signal posts located in the median. There are
single overhead indications for each mainline approach and none for the driveway approaches. Both
Route 33 approaches have two supplemental indications, one post mounted in the median and a second
attached to the mast arm pole on the far side of the intersection from the respective approach. The
McDonald’s driveway is controlled by a two post-mounted signal indications; one located on the median
in the southerly median and a second on the median in the Fairfield driveway. The Fairfield driveway
approach is controlled by three post-mounted signal indications, one in the northerly median and two on
the far side of the intersection. Pedestrian facilities at this intersection are not ADA-compliant.
Crosswalks are provided across the north and west legs of the intersection, however the median cut-thru
on the north leg is not ADA-compliant, as it is approximately 3-feet wide with no detectable warning
panels. In addition, there is no push button provided for pedestrians crossing the McDonald’s driveway
from the north. It should also be noted that pedestrian push buttons are provided for a crossing of the
Fairfield driveway, however there is no marked crosswalk and the wheelchair ramps are not ADAcompliant.
Streiber Drive & Route 33
The intersection of Streiber Drive and Route 33 is a four-leg signalized intersection (a Berkshire Bank
driveway makes up the easterly leg of the intersection). The Route 33 approaches are divided by a 3-foot
wide median at this location. Both Route 33 approaches consist of a designated left turn lane, a thru lane
and a shared thru/right turn lane. Both approaches have approximately 9 foot wide shoulders; the shoulder
on the southbound departure lane is 2-feet before flaring back out to 9-feet. Both the Streiber Drive and
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Road Safety Audit—Route 33, Chicopee
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Berkshire Bank driveway approaches consist of a single general purpose travel lane with no marked
shoulders.
This intersection is controlled via two mast arms and two signal posts located in the median. There are
single overhead indications for each mainline approach and two overhead signal indications for the
Streiber Drive approach. Both Route 33 approaches have two supplemental indications, one post mounted
in the median and a second attached to the mast arm pole on the far side of the intersection from the
respective approach. The Berkshire Bank driveway is controlled by a single post-mounted signal
indication located on the northwest corner of the intersection. Crosswalks are provided across the south
and west legs of the intersection, with a supplemental push button provided in the Route 33 median on the
south leg (the median cut-thru is not ADA-compliant, as it is approximately 3-feet wide with no
detectable warning panels). The Berkshire Bank driveway is designed as a driveway, with no crosswalk,
pedestrian indications or detectable warning panels.
Irene Street/Jamrog Drive & Route 33
The intersection of Irene Street, Jamrog Drive and Route 33 is a four-leg signalized intersection. The
Route 33 approaches are divided by a 3-foot wide median at this location. Both Route 33 approaches
consist of a designated left turn lane, a thru lane and a shared thru/right turn lane. Both approaches have
approximately 9 foot wide shoulders; the shoulder on the southbound departure lane is 2-feet before
flaring back out to 9-feet. Both the Irene Street and Jamrog Drive approaches consist of a single general
purpose travel lane with no marked shoulders.
This intersection is controlled via two mast arms and two signal posts located in the median. There are
single overhead indications for each mainline approach and two overhead signal indications for the Irene
Street and Jamrog Drive approaches. Both Route 33 approaches have two supplemental indications, one
post mounted in the median and a second attached to the mast arm pole on the far side of the intersection
from the respective approach. Crosswalks and ADA-compliant ramps are provided across all but the
south leg of the intersection, with a supplemental push button provided in the Route 33 median on the
north leg. There is a PVTA bus stop on the southbound approach, in front of Burger King.
Pendleton Avenue & Route 33
The intersection of Pendleton Avenue and Route 33 is a four-leg signalized intersection. The Route 33
approaches are divided by a 3-foot wide median at this location. Both Route 33 approaches consist of a
designated left turn lane, a thru lane and a shared thru/right turn lane. Both approaches have
approximately 9 foot wide shoulders approaching the intersection, however the northbound shoulder
tapers to 1 foot at the intersection. The shoulders on both departure lanes are 2-foot before flaring back
out to 9-feet. Both Pendleton Avenue approaches consist of a single general purpose travel lane with no
marked shoulders. The eastbound approach is approximately 20 feet wide, allowing it to operate with a
defacto right turn lane.
This intersection is controlled via two mast arms and two signal posts located in the median. There are
single overhead indications for each mainline approach and the eastbound Pendleton Avenue approach,
and two overhead signal indications for westbound Pendleton Avenue approach. Both Route 33
approaches have two supplemental indications, one post mounted in the median and a second attached to
the mast arm pole on the far side of the intersection from the respective approach. The eastbound
Pendleton Avenue approach has a supplemental post-mounted indication in the median on the south leg.
Crosswalks and ADA-compliant ramps are provided across all but the south leg of the intersection, with a
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Road Safety Audit—Route 33, Chicopee
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supplemental push button provided in the Route 33 median on the north leg (the median cut-thru is not
ADA-compliant, as it is approximately 3-feet wide with no detectable warning panels).
Westover Road/Granby Road & Route 33
The intersection of Westover Road, Granby Road and Route 33 is a former rotary that has been converted
to a signalized intersection. The Route 33 approaches pass through the circle, while the Westover Road
and Westover Road approaches utilize the circular roadway. Both Route 33 approaches consist of three
thru lanes and a channelized right turn lane. Once inside the circle the inside thru lane becomes a
designated left turn lane. The eastbound Granby Road approach consists of a designated left turn lane, a
shared left turn/thru lane and a thru lane (it should be noted that there is only a single receiving lane on
the east side of the intersection). The Westover Road approach consists of a designated left turn lane and
a thru lane. Both Granby Road and Westover Road have channelized right turn lanes that are under stop
sign control.
The Route 33 approaches are controlled by two separate traffic signal indications; one outside of the
circle and one inside the circle. Both the Granby Road and Westover Road approaches are controlled by
single overhead signal indications as well as single supplemental post-mounted signals. There is no
sidewalk provided in the southeast quadrant of the intersection. Pedestrians have multiple routes through
the intersection, as they can cross Granby Road outside of the circle, or use an internal sidewalk through
the circle. ADA-compliant crosswalks is provided across the north and west legs of the intersection.
Fairview Shopping Plaza/Chicopee Marketplace & Route 33
This is a four-leg signalized intersection, which serves several big-box retail destinations, including Stop
& Shop on the west side and Home Depot, Marshalls and Panera Bread on the east side. The northbound
Route 33 approach consists of a separated left turn lane, two thru lanes and a channelized right turn lane
under yield control. The southbound Route 33 approach consists of a double left turn lane, two thru lanes
and a channelized right turn lane. The outside thru lane continues through the intersection into a
designated right turn lane for another shopping plaza (BJ’s and Big Y). Both Route 33 approaches have 1foot shoulders. The eastbound Fairview (Stop & Shop) driveway consists of a shared left turn/thru lane
and a designated right-turn lane. The westbound Chicopee Marketplace driveway consists of a designated
left turn lane, a thru lane and a channelized right turn lane under yield control (it should be noted that an
acceleration lane is provided for this movement).
This intersection is controlled via overhead signals mounted on a span wire, with at least two overhead
indications for all but the westbound approach, which has one. The westbound approach has a
supplemental post-mounted signal on the far side of the intersection. No continuous sidewalk is provided
on the east side of Route 33, however ADA-compliant crossings are provided across the east, west and
north legs.
MassPike Exit 5/Chicopee Marketplace & Route 33
This is a four-leg signalized intersection, which provides access to the Massachusetts Turnpike (I-90) to
on the west side and serves as a primary entrance to the Chicopee Marketplace to the east. The
northbound Route 33 approach consists of a designated left turn lane, two thru lanes and a channelized
right turn lane under yield control. The southbound Route 33 approach consists of a double left turn lane,
two thru lanes and a channelized right turn lane. The eastbound MassPike off-ramp consists of a
designated left turn lane, one thru lane and a channelized right-turn lane that is signalized. The westbound
Chicopee Marketplace driveway consists of a designated left turn lane, a thru lane and a channelized right
turn lane under yield control (it should be noted that an acceleration lane is provided for this movement).
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Road Safety Audit—Route 33, Chicopee
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This intersection is controlled via overhead signals mounted on a span wire, with at least two overhead
indications for all approaches. There is no sidewalk provided in the northeast quadrant of the intersection.
ADA-compliant crossings are provided across the west and south legs.
Aldi’s Plaza & Route 33
This is a four-leg signalized intersection, which serves several big-box retail destinations. The northbound
Route 33 approach consists of a designated left turn lane, one thru lane and a shared thru/right turn lane.
The southbound Route 33 approach consists of a designated left turn lane, two thru lanes and a designated
right turn lane. The eastbound driveway approach consists of a shared left turn/thru lane and a designated
right turn lane. The westbound Aldi’s Plaza driveway consists of a shared left turn/thru lane and a
designated right turn lane.
This intersection is controlled via overhead signals mounted on individual mast arms, with at least two
overhead indications for approaches. The westbound approach has a supplemental post-mounted signal on
the far side of the intersection. ADA-compliant crossings are provided across the east, west and north legs
of the intersection.
Fuller Road & Route 33
Fuller Road intersects Route 33 to form a four-let signalized intersection. The northbound Route 33
approach consists of a thru lane and a shared thru/right turn lane. The southbound Route 33 approach
consists of two thru lanes. The eastbound approach is a one-way jug-handle which allows for left turns
from Route 33 southbound onto Fuller Road. The westbound Fuller Road approach consists of a
designated left turn lane and designated right turn lane.
This intersection is controlled via two mast arms and two signal posts. There are two overhead indications
for each mainline approach and single overhead indications for the Fuller Road and jug-handle
approaches. The Fuller Road and jug-handle approaches each have one post-mounted signal that
supplement the overhead indications. There are no sidewalks on Fuller Road or the east side of Route 33
at this intersection. ADA-compliant crossings are provided across the south and west leg of the
intersection, however the crosswalk on the south leg ends at a ramp/landing on the southeast corner with
no connections.
Crash History
Historical crash data was obtained from the Chicopee Police Department for the study intersections from
January 2010 through December 2012 and are provided in Appendix E. The intersection of Memorial
Drive at Pendleton Avenue is ranked 45th and the intersection of Memorial Drive at Chicopee
Marketplace is ranked 159th on the Commonwealth’s Statewide Top Crash Locations in 2012.
A tool to measure the relative safety of an intersection is the comparison of a calculated crash rate with
the State and District average. Using standard MassDOT formulas, Table 5 summarizes the intersection
crash rates, in the unit of crashes per million entering vehicles, calculated for the audit area intersections.
The current official statewide crash rate is 0.80 for signalized intersections and 0.60 for unsignalized
intersections. District 2 average (The MassDOT District designation for Chicopee) crash rate for
signalized intersections is 0.82, and is 0.68 for unsignalized locations.
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Table 5 - Intersection Crash Rate
Intersection
New Ludlow Road at Route 33
Britton Street at Route 33
James Street at Route 33
Fairview Shopping Center at Route 33
Streiber Drive at Route 33
Irene Street/Jamrog Drive at Route 33
Pendleton Avenue at Route 33
Granby Road/Westover Road at Route 33
Fairview Shopping Plaza at Route 33
MassPike Exit 5 at Route 33
Aldi’s Plaza at Route 33
Fuller Road at Route 33
Crash Rate
0.76
0.61
1.50
1.12
0.68
0.74
1.38
1.70
1.37
0.95
1.15
0.94
As shown in the above table, seven of the audit area intersections are above both the State and District
average. Crash trends and contributing factors to the collisions can be identified through the analysis of
the Crash Reports. The following section provides breakdowns of the crash trends and possible
contributing factors, as well as collision diagrams, for each intersection. The Collision Diagrams were
prepared prior to the RSA and used to perform an in-depth analysis of the reported crashes. Appendix C
contains summaries of the crashes at each intersection by type, severity, time-of-day and pavement
conditions. Following the table is a breakdown of the crashes for trends and possible contributing factors.
•
New Ludlow Road at Route 33 – From January 2010 through December 2012, there were
twenty-two reported crashes at the signalized intersection of Route 33 at New Ludlow Road. This
intersection had a lower intersection crash rate than the state average (0.82) at 0.76 percent. The
majority of the crashes were rear-end collisions (11 out of 22) followed by angled collisions (6
out of 22). A review of the crash data showed 7 of the 22 total crashes at this intersection
occurred on New Ludlow Road, 6 of which were on the eastbound approach. In addition, there
were three angle crashes between vehicles exiting New Ludlow Road and vehicles traveling on
Route 33 southbound.
Two of the twenty-two crashes involved a “hit and run”.
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Figure 2: New Ludlow Road Collision Diagram
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•
Britton Street at Route 33 - From January 2010 through December 2012, there were sixteen
reported crashes at the signalized intersection of Route 33 and Britton Street. This intersection
also had the lowest crash rate in the audit area at 0.61 percent which is lower than the State’s
(0.80) and local district’s (0.82) intersection crash rate. A review of the crash data showed 50percent of the crashes (8 of 16) at this intersection were of the rear-end variety, which is not
uncommon at a signalized intersection. In addition, approximately 40 percent of crashes occurred
during nighttime hours, which is higher than typical. This intersection had the lowest number and
percentage (3 out of 16) of crashes involving non-fatal injuries.
There was one crash with a bicycle with the vehicle taking a right on red traveling westbound on
Britton Street. In this case the bicycle was traveling against the flow of traffic which may have
been a factor in the crash.
Two of the sixteen reported crashes involved a “hit and run”.
At the request of a participant, a site visit was conducted at this location to observe traffic
operations.
•
James Street at Route 33 – In the three year period there were a total of seventy-four crashes at
the signalized intersection of Route 33 and James Street. This intersection has nearly double the
intersection crash rate than the state average (1.50 comparted to 0.80). However, this intersection
is a hybrid traffic circle that essentially operates as two signalized intersections. The majority (41)
of the crashes at this location were rear-end, of these rear end there were two focused areas with
thirteen occurring in the southbound direction and twelve occurring at the James Street eastbound
right turn lane. The large number of southbound rear-end suggests that signal visibility or timing
may be a contributing factor. The James Street eastbound right turn is controlled by a stop sign
when the straight and left turn movements are signalized, this may cause driver confusion if the
stop sign is not visible also rear-end could be a result of the right turn lane queueing. Another
contributing factor may be that the James Street right turn lane has a 150’ lane for merging after
the stop sign, aggressive drivers are likely only yield at the stop sign. At the request of a
participant, a site visit was conducted at this location to observe traffic operations.
Approximately 19 percent (14 out of 74) of the crashes occurred during the evening peak hours
(4PM – 6PM). Higher traffic volumes are appear to be a contributing factor.
Two Crashes involved pedestrians which may be an issue of lack of signalized crossing for
pedestrian. Both of these crash occurred in areas without designated crosswalks or pedestrian
signing.
Twenty-one of the seventy-four crashes were angle collisions. There may be contriving factors of
signal display and timing as well as driver confusion. Ten of the crash were same sideswipe in the
same direction. Driver confusion may cause unsafe lane shifting.
With this intersection being very unique a contributing factor to the high crash rate is likely from
the differential in drivers’ experience. Unfamiliar drivers will move slower through the
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intersection and will be more likely to need to shift lanes. Familiar drivers will likely be more
aggressive, more likely to change lanes to pass a slow or confused driver and more likely to
disobey the stop signs on the right turn lanes entering Memorial drive.
Of the seventy-four crashes there were eight “hit and run”
McDonalds/Fairview Shopping Center at Route 33 – At this signalized intersection there were
a total of forty-five crashes in the three year period (2010-2012). This intersection has a higher
than average intersection crash rate of 1.12. A review of the crash data showed 58 percent of the
crashes (26 of 45) at this intersection were of the rear-end variety, which is not uncommon at a
signalized intersection. In addition, approximately 40 percent of the crashes occurred during
nighttime hours, which is higher than typical, suggesting that the quality of street lighting may be
a contributing factor. With a 24 hour McDonalds and a Taco Bell open until 4AM located at this
intersection, late night snacking and impaired driving may be a contributing factor.
Approximately 29 percent of the crashes (13 out of 45) occurred on a Friday and 13 percent of
crashes (6 out of 45) occurred from 2AM – 4AM.
There was one crash where a bicycle crossed in a crosswalk westbound and was hit by a vehicle
traveling southbound.
Seven of the forty-five crashes were “hit and run”
•
Streiber Drive at Route 33 – There were a total of twenty-six crashes from 2010-2012. This
intersection had the second lowest crash rate at 0.68 which is much lower than local district and
the rest of the state. A review of the crash data showed that 80 percent of the crashes (20 of 26) at
this intersection were rear-end collisions, with the largest number (8) occurring at the northbound
stop line. In addition, approximately 40 percent of the crashes occurred the midday hours
(10:00AM to 2:00 PM), which is higher than typical.
There was a large spike in the number off crashes from 12PM-2PM (9 out of 26) this is likely
from the increased volumes on Streiber Drive with an elementary school as well as moderate
bank traffic. The signal operates under full actuation and the side street has minimal volumes (90
vehicles at PM peak hour). The release of school would greatly increase the number of cycles the
signal processes.
One pedestrian was struck in the crosswalk in the northbound lane. The driver stated she did not
see the pedestrian until just before contact. It was dark in a lighted area and inattention was listed
as a contributing factor. However, the street lighting and the pedestrian accommodations should
be reviewed as a potential contributing factors.
Three of the twenty-six crashes were “hit and run”
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Figure 3: Britton Street Collision Diagram
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Figure 4: James Street Collision Diagram
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Figure 5: McDonald’s & Fairview Shopping Plaza Collision Diagram
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Figure 6: Streiber Drive Collision Diagram
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•
Irene Street/Jamrog Drive at Route 33 – From January 2010 through December 2012 there
were a total of thirty crashes reported at the signalized intersection of Route 33 at Irene Street and
Jamrog Drive. This intersection has a lower (0.74) crash rate than both the State (0.80) and the
local district (0.82). The majority (21) of these crashes were rear-end collisions with the largest
number (18) occurring in the northbound direction and most these (14 out of 18) occurred at the
stop bar.
A review of the crash data showed that 70 percent of the crashes were rear-end collisions with the
largest number (18) occurring in the northbound direction. In addition, approximately 45 percent
of the crashes occurred during midday hours (10:00AM to 2:00 PM), which is higher than typical.
A contributing factor could be the daily traffic data at this location the northbound morning peak
is from 11AM-12AM.
There was one pedestrian crash and one “hit and run” crash at this intersection
•
Pendleton Avenue at Route 33 – From January 2010 through December 2012 there were a total
of sixty-four crashes at the signalized intersection of Route 33 and Pendleton Avenue. This
location was ranked as MassDOT’s 45th top statewide crash location. A review of the crash data
showed 72 percent of the crashes (46 of 64) at this intersection were rear-end collisions. At the
request of a participant, a site visit was conducted at this location to observe traffic operations.
Approximately 59 percent of the crashes occurred in the northbound direction while there are
approximately 1500-2000 more daily trips in the southbound direction. A contributing factor to
this is likely the business and curb cuts along the northbound lanes.
There was a spike in the number of crashes occurring on Wednesday at 33 percent (21 out of 64).
There were no clear variance in traffic patterns on Wednesday that could be contributing to this
increase in crashes. However, it is likely there may be a contributing factor in the northbound
with one of the business having large truck delivery scheduled on Wednesday that park in the
large shoulder. Google Earth shows an example of how a UPS truck is using the shoulder to park
to make a delivery (see photo #). There is a car dealership at this intersection and it is likely they
park within the shoulder to unload vehicles.
One crash at this intersection involved a bicycle, which was struck within the crosswalk when
crossing the eastern Pendleton Avenue approach.
Five out of the sixty-four crashes were “hit and run”
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Figure 7: Irene Street & Jamrog Drive Collision Diagram
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Figure 8: Pendleton Avenue Collision Diagram
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•
Granby Road/Westover Road at Route 33 – From January 2010 through December 2012 there
were a total of one-hundred-three crashes at the intersection of Route 33 at Granby Road and
Westover Road. This intersection has more than double the intersection crash rate than the state
average (1.70 comparted to 0.80). However, this intersection is a hybrid traffic circle that
essentially operates as two signalized intersections. Approximately 59 percent (61 of 103) of the
crashes occurring at this intersection were of the rear-end variety, with 14 of these occurring in
the stop controlled right turn lane turning from Granby Road to Memorial Drive southbound. In
addition, a higher than typical percentage (32 percent) of the crashes at this location occurred on
wet pavement.
It should also be noted that the number of crashes at this location dropped in 2012, when
compared to previous years. In 2012 there were 24 crashes compared to 37 crashes in 2010 and
42 crashes in 2011. Reviewing the historical aerial data it appears that the shoulder was painted
using channelized gore markings in 2012.
There were no recorded incidents at this location that involved pedestrians or bicycles.
Nine out of the one-hundred-three crashes were “hit and run”
•
Fairview Shopping Plaza/Chicopee Marketplace at Route 33 – From January 2010 to
December 2012 there were a total of sixty-five crashes at the signalized intersection of Route 33
and Fairview Shopping Plaza. This intersection has one of the highest (1.37) intersection crash
rates in the study area and was nearly double the State’s average intersection crash rate (0.80). A
review of the crash data showed that 49 percent of the crashes (32 of 65) were rear-end collisions
followed by angle crashes (37 percent or 24 of 65). In addition, approximately 40 percent of the
crashes occurred during midday hours (10:00AM to 2:00 PM), which is higher than typical. This
intersection is surrounded by big box retail and restaurant uses, which may be a contributing
factor for both the high percentage of angle crashes (high turning volumes) and the midday crash
pattern (lunch time rush).
This location had the highest number of pedestrian and bicycle crashes within the study area with
3 crashes involving pedestrians and one involving a bicycle. A contributing factor is likely the
intersection geometry. Three of the approaches have channelized right turn lanes, Route 33
southbound has two left turn lanes and northbound has one left turn lane separated by a concrete
rumble strip. This results in a large crossing distance for pedestrians and larger area for drivers to
scan for crossing pedestrians.
Three out of the sixty-five crashes were “hit and run”
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Figure 9: Granby Road & Westover Road Collision Diagram
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Figure 10: Fairfield Shopping Plaza & Chicopee Marketplace Collision Diagram
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•
MassPike (Exit 5)/Chicopee Marketplace South at Route 33 – From January 2010 to
December 2012 there were a total of thirty-six crashes at the intersection of Route 33 at the
MassPike (Exit 5) and Chicopee Marketplace South. A review of the crash data showed that 31
percent (11 out of 36) of the crashes at this location were angle collisions, which is higher than
normal for a signalized intersection. In addition, approximately 30 percent of the crashes occurred
during nighttime hours, which is higher than normal. This higher proportion of angled collisions
is likely because of the large volume of turning movements.
Six of the thirty-six crashes were “hit and run”.
•
Aldi’s Plaza at Route 33 – The intersection of Route 33 with the driveway to the Aldi’s Plaza
has been recently developed and more recent crash data were reviewed ranging from January
2010 to December 2014. There were a total of thirty crashes at the intersection of Route 33 at
Aldi Plaza. The majority (15) of these crashes were rear-end collisions, followed by angled (6)
and single vehicle (6) crashes.
Four of the thirty crashes were “hit and run”.
•
Fuller Road at Route 33 – From January 2010 to December 2012 there were a total twenty-eight
crashes at the signalized intersection of Route 33 at Fuller Road. This intersection was among the
lowest in the number of crashes, but also experienced among the lowest amount of traffic which
resulted in a higher intersection crash rate than the average (0.94 comparted to .80). … A review
of the crash data showed that 57 percent of the crashes (16 of 28) at this intersection were rearend collisions. There were a high percentage (39%) of angled crashes. At this intersection Route
33 does not have any left turns so the majority of these angle crash involved the drivers from the
Route 33 running into the vehicles coming from fuller road and the jug-handle. The signal display
and timing are likely contributing factors. In addition, approximately 21 percent of the crashes
occurred during the evening peak hour (4:00 PM to 6:00 PM) while the crashes were spread
evenly for the most part thought the rest of the day.
One of the twenty-eight crashes were “hit and run” In summary, the audit area has experienced a
significant number of angle, rear-end, and sideswipe-type collisions in a three-year period, with
nearly one-third of the crashes (177 out of 553) resulting in personal injury. Other notable
summaries include:
•
Over half of all crashes were rear-end collisions (314 out of 553)
•
Nearly 2 percent of crashes (11 out of 553) involved a pedestrian or bicyclist.
•
Approximately 9% of crashes (51 out of 553) were ‘hit and run’.
•
Eight of the twelve intersections were above the states intersections crash rate
Corridor-wide, the biggest contributory factors to crashes appear to be speed, signal display, poor
pavement conditions (particularly in the northbound direction) and the use of shoulders as travel lanes.
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Figure 11: MassPike (Exit 5) & Chicopee Marketplace Collision Diagram
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Figure 12: Aldi’s Plaza Collision Diagram
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Figure 13: Fuller Road Collision Diagram
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Audit Observations and Potential Safety
Enhancements
At the pre-audit meeting held prior to the site walk, materials provided by VHB were reviewed and
participants provided an initial list of specific issues and concerns. Armed with issues and concerns and
the Safety Review Prompt List provided by MassDOT, the audit team walked the audit area to point out
the safety issues identified in the pre-meeting and expanded the list to include additional items.
Corridor-Wide Issues
Safety Issue #1: Speed
Observations
The speed limits along Memorial Drive (Route 33) within the audit area vary between 35 and 40 mph.
Based on the traffic data collected, the 85th percentile speeds along the corridor vary between 40 and 50
mph, with higher speeds regularly noted. In general, higher speeds were noted in the northerly section of
the corridor, which is likely due to greater distance between signals as vehicles leave the retail area.
During the site walk a vehicle was observed going significantly above the posted speed limit through the
intersection of Route 33 and Britton Street.
o It was noted during discussion that long queues can form quickly along the corridor
during the evening rush hour, specifically in the northbound direction. These queues are
generally unexpected by motorists, thus requiring vehicles to make quick stops, which in
turn is likely a contributing factor to the preponderance of northbound rear end crashes
observed at various locations throughout the corridor. .
Enhancements
 Increase enforcement at strategic locations along the corridor.
 Provide advance intersection signage in the northbound and southbound directions. Examples of
potential signage may include “Signal Ahead” or “Irene Street Next Signal.”
 Consider reduction in lane width as part of future paving and/or pavement marking operations.
Safety Issue #2: Roadway alignment and cross-section
Observations
 Horizontal Curvature: Memorial Drive (Route 33) is generally straight throughout the corridor,
however there are a couple of horizontal curves that were noted as potential contributors to
crashes at specific locations.
o
Entering the corridor from the south, vehicles travel around a bend as they head
northbound towards Fuller Road. It was noted that a combination of the horizontal
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alignment, existing concrete pavement and higher speeds in this area may be contributing
to the high percentage of rear end crashes occurring in the northbound direction at Fuller
Road.
o
There is another bend in the horizontal alignment south of Irene Street. This bend was
noted several times in discussions, particularly in relation to signal and queue visibility.
 Vertical Curvature: There is a sag vertical curve along Memorial Drive with a low point in the
vicinity of the Irene Street intersection. The curve and upgrade in the northbound direction causes
several issues, including signal indications blending in with vehicle brake lights.
 Roadway Cross Section: The cross section along Memorial
Drive varies throughout the corridor with four (typical) to six
travel lanes (between the Fairview Shopping Plaza and
Westover Road intersections) with additional turning lanes at
signalized intersections. There is a raised median of varying
width throughout the corridor. Shoulders vary along the
corridor, but are generally 8- to 10-feet wide, occasionally
narrowing at intersections. Throughout the course of the
audit it was noted that the wide shoulders are used along the
corridor as auxiliary turning lanes at both roadway
intersections and at driveways often leading to confusion for
drivers. It was also noted that the use of the shoulders by
Image 1: Route 33 Northbound at
personal vehicles makes it more difficult for emergency
Streiber Drive.
responders to travel through the corridor, as the shoulders are unavailable and vehicles in travel
lanes have nowhere to pull over.
Enhancements
 Use pavement markings and signage to provide a consistent cross section throughout the corridor.
 Consider implementation of R4-17 (Do Not Travel On Shoulder) signs approaching intersections.
 Consider using pavement markings to cross-hatch the existing shoulders to reduce their use as
travel lanes.
 Work with MassDOT and FHWA to determine the feasibility of narrowing the existing shoulders
to limit their use as travel lanes.
 Trim vegetation on the east side of Route 33 between Falmouth Road and Jamrog Drive to
improve sight distance in the northbound direction.
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Safety Issue #3: Driveway Operations
Observations
As has been noted previously there is a high density of private driveways within the audit area.
Several observations were made during the audit that were related to the operations at the various
driveways.
o
Given the divided nature of Memorial Drive, many drivers use the signals to make uturns in order to reverse direction. It was noted several times that vehicles exiting
driveways close to signals will attempt to cross up to three lanes of traffic in order to
access the left-turn lane at the signal immediately upstream. This has resulted in crashes
and many near-misses.
o
It was noted that the majority of properties have their own driveways, and often multiple
driveways. It was also noted that there appeared to be opportunities along the corridor to
provide frontage or rear-frontage roadways in order to consolidate access points along
Memorial Drive.
Enhancements
 Evaluate the corridor against current access management standards and eliminate any
unnecessary access points.
 Evaluate the corridor for locations to implement frontage and/or rear frontage roads to improve
internal connections between existing commercial establishments.
Safety Issue #4: Pavement Conditions
Observations
A higher than typical number of rear-end and single-vehicle type collisions occurred on wet pavement
within the audit area. The existing concrete pavement on the northbound side was noted as begin in poor
condition and a potential contributing factor. There were heavy rains the day of the audit, however there
did not appear to be any significant ponding and no significant drainage concerns were noted during
discussions.
Enhancements
 Replace the existing concrete pavement with a new asphalt pavement section
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Safety Issue #5: Signage & Pavement Markings
Observations
It was noted that signage and pavement markings are
inconsistent throughout the corridor and, in many instances,
in poor condition. The pavement markings in areas with
concrete pavement were especially poor condition. It was
also noted that there was a significant amount of sign clutter
at various points throughout the corridor, which can create
confusion for drivers. Specific issues noted include the
following:
o Private Signs: It was noted by multiple
people that there are large number of private
signs given the retail-oriented nature of the
corridor. It was also observed that it can be
difficult to decipher which signs go with what Image 2: Route 33 Southbound at
Stop & Shop
driveway, especially for motorists unfamiliar
with the corridor, which requires vehicles to slow down quickly in order to turn into the
correct driveway. This was noted on occasion in the crash reports as vehicles made quick
turns from Route 33 and crashed into vehicles maneuvering within the parking lots.
o
Public Signs: It was noted that the majority of the existing roadway signs needed to be
replaced and/or updated. It was also noted that advanced signage was rare making it
difficult for drivers to align themselves in the proper lanes. At several locations it was
noted that signs were covered by overgrown vegetation, or blocked by other roadside
signs (private and public).
o
Pavement Markings: Pavement markings were noted as being in poor condition in many
areas along the corridor and especially where concrete pavement was present. It was also
noted that the marking treatments at intersections and driveways were not consistent
throughout the corridor, potentially creating confusion for drivers, particularly those
unfamiliar with the corridor.
Enhancements
 Update all signage to meet standards in the current MUTCD
 Conduct an inventory of all existing signage and consider removing any repetitive and/or
unnecessary public signage
 Restrict private signage in the public right-of-way in an effort to reduce the sign clutter
 Provide consistent pavement markings throughout the corridor
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Safety Issue #6: Pedestrians & Bicyclists
Observations
Sidewalks are provided intermittently on both sides of the roadway, however they are in poor condition
along much of the corridor, although it should be noted that ramps and crossings have been replaced and
updated at many intersections. Numerous pedestrians were observed walking in the shoulder and roadway
in areas where sidewalk was not present on that side of the roadway. It was noted that several
intersections along the corridor have concurrent pedestrian phasing, where pedestrians cross Route 33
during the minor roadway green phase. At locations with high turning movements this can lead to
increased conflicts between vehicles and pedestrians.
Several participants noted that due to the lack of sidewalk motorized scooters are often observed traveling
in the shoulder due to the aforementioned lack of sidewalks on both sides of the roadway. During the site
walk, bicyclists were also observed using the shoulders, although, due to the presence of the median, not
in the proper direction.
Enhancements
 Construct sidewalks on both sides of the corridor for its entire length
 Improve connections between the commercial properties that line the corridor and existing
sidewalks.
 Consider striping wide shoulders as buffered bicycle lanes in order to improve corridor-wide
bicycle connectivity.
 Upgrade existing sidewalks and curb cuts to meet current ADA Standards.
 Implement consistent pedestrian phasing at all intersections (i.e. concurrent vs. exclusive
phasing).
 Upgrade all intersections to include Accessible Pedestrian Signals (APS).
Safety Issue #7: Traffic Signal Infrastructure and Operations
Observations
It was noted at several points during the audit that the signal infrastructure was inconsistent, and lacking,
throughout the corridor. The existing signal layout at the intersections from Granby Road to New Ludlow
Road do not meet current standards, with single over-head indications for the mainline movements,
supplemented with post mounted signals, which can be difficult to see due to the width of the corridor and
the number of heavy vehicles using the corridor. In addition, several intersections throughout the corridor
have unique left-turn treatments (jug-handle, channelized left-turn lane, circular roadways, no u-turns
allowed) which lead to confusion for drivers.
Throughout the audit, participants mentioned that the existing signal-to-signal coordination was
ineffective. It was noted that the circular intersections (Granby Road/Westover Road and James Street)
are not included in the coordinated system, which limits the overall effectiveness of the system.
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Enhancements
 Upgrade existing signal equipment to provide a consistent corridor-wide signal layout
 Upgrade all signals to provide at least one overhead signal indication for each lane.
 Implement flashing yellow left arrow operations on side street approaches where protectedpermissive left-turn operations are warranted.
 Install retroreflective back plates on all existing signal heads and future installations.
 Evaluate the feasibility of installing an adaptive signal system throughout the corridor.
New Ludlow Road at Route 33
Safety Issue #1: Signal Operations
Observations
A number of issues were brought up by audit participants regarding the operation of the existing signal.
It was noted by several participants that the signal cycle length is extremely long at this location, which
can result in long queues along New Ludlow Road. While queues generally clear each cycle it can lead to
vehicles racing to beat the light so that they don’t have to wait through the entire cycle again.
It was noted that there is only one overhead indication for both Memorial Drive approaches. Due to a
higher percentage of trucks on this section of Memorial Drive, the overhead signals can be blocked from
the view of drivers traveling behind larger vehicles.
Enhancements
 Evaluate the feasibility of providing additional green time to the New Ludlow Road approaches
to help reduce side street queues.
 Install additional overhead signal indications on Route 33 approaches.
 Consider installing opposing left turn lanes on New Ludlow Road in order to add side street
capacity.
Safety Issue #2: Lane Geometry
Observations
It was observed during a pre-audit site visit, and noted during discussions, that the northbound shoulder is
heavily used as a defacto right-turn lane. Vehicles were also observed traveling through the intersection
from the shoulder to access the gas station on the northeast corner. It was further noted that drivers often
get in the shoulder a fair distance before the intersection, which can lead to conflicts with vehicles exiting
driveways of the numerous businesses located near this intersection.
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As noted previously, long queues can build up on New Ludlow Road, which has a single departure lane
on each approach. Vehicles exiting driveways on these legs can block traffic in each direction, which is
exacerbated due to the long cycle length.
Memorial Drive northbound quickly tapers from two to one travel lanes north of New Ludlow Road.
There are multiple driveways located within the taper that can lead to confusion for vehicles exiting the
properties in the northeast quadrant of the intersection. Furthermore, there is no signage to warn the driver
of the approaching lane drop.
Enhancements
 Convert northbound shoulder to designated right turn lane.
 Evaluate the feasibility of closing the curb cuts closest to the intersection
 Reconstruct northbound taper to conform to current standards
Safety Issue #3: Bicycle and Pedestrian Accommodations
Observations
The intersection of New Ludlow Road and Memorial Drive has lacking bicycle and pedestrian
accommodations, with not designated bicycle facilitates and no sidewalks on either left of New Ludlow
Road. There is an existing PVTA bus stop on the eastbound approach to Route 33, where passengers are
dropped off on the roadway shoulder.
Enhancements
 Construct sidewalks on New Ludlow Road
 Upgrade existing pedestrian signal equipment to reflect current MassDOT standards
 Consider installing a bus pull-off on New Ludlow Road
Britton Street at Route 33
Safety Issue #1: Traffic Operations
During a visit to this location several traffic violations were observed including: vehicles traveling well
over the posted speed limit, vehicles using the northbound shoulder as a right-turn lane, and a bicycle
traveling in the wrong direction (in the shoulder against the flow of traffic).
In this location the northbound shoulder is heavily used by right-turning vehicles (a three-vehicle queue
was observed during the site visit). It was noted that this is of particular concern at this intersection due
to the presence of school children crossing Route 33. The police representative noted that there are
typically four crossing guards at this intersection, but vehicles using the shoulder are blocked from view,
and in turn vehicles cannot see the pedestrians. There is concern that pedestrian incidents may rise as the
school is being converted to an elementary school, where previously it served as a middle school.
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Road Safety Audit—Route 33, Chicopee
Prepared by VHB, Inc.
It was noted that there is only one overhead indication for both Memorial Drive approaches. Due to a
higher percentage of trucks on this section of Memorial Drive, the overhead signals can be blocked from
the view of drivers traveling behind larger vehicles.
Enhancements
 Consider enhancements to prevent the use of shoulder as right-turn lane such as: a gore area along
shoulder, a bump-out for the crosswalks, increasing enforcement, or striping lanes to show the
turning movements.
 Evaluate the feasibility of closing the curb cuts closest to the intersection
 Install additional overhead signal indications on Route 33 approaches.
 Signal back plates will help with signal visibility during periods of solar glare.
Safety Issue #2: Bicycle and Pedestrian Accommodations
Observations
In the area of this intersection there are no designated bicycle facilities. As noted previously during the
audit observation a bicycle as seen traveling in the shoulder against traffic. Sidewalks are provided along
both sides of Memorial drive and Britton Street, but was noted having inconsistent quality (new
constructed concrete areas along with older asphalt areas).
Enhancements
 Patch and replace sidewalk where necessary
 Upgrade existing pedestrian signal equipment to reflect current MassDOT standards
James Street at Route 33
Safety Issue #1: Traffic Operations
Observations
There are several operational concerns with the intersection that were discussed during the RSA. One of
the concerns at this intersection is the large number of rear-end crashes occurring within the circle portion
of the intersection. The majority of these crashes occurred in the channelized right-turn lanes which
operate under stop control, however these tend to function as yield control. There seems to be confusion
when drivers along the rotary see the green light for the thru movement, but the right turn movement is
under stop control. This can cause drivers who are expecting to go (when the see the green light) to rearend the drivers who are stopping at the stop sign. Another concern that was discussed is related to the
signal operations, on Route 33 northbound and southbound there is a phase when the downstream signal
displays green while the upstream signal displays red (programed to clear the center intersection).
It was noted that there is only one overhead indication for both Route 33 approaches. Due to a higher
percentage of trucks on this section of Route 33, the overhead signals can be blocked from the view of
drivers traveling behind larger vehicles.
Page 36
Road Safety Audit—Route 33, Chicopee
Prepared by VHB, Inc.
Enhancements
 Review need for the stop control on the channelized right turn lanes and whether yield or
signalized control should be considered.
 Consider optically programed signal lenses to prevent drivers from seeing the green indication at
the downstream signal.
 Install additional overhead signal indications on Route 33 approaches.
Safety Issue #2: Lane Geometry
Observations
The RSA team observed and discussed several lane geometry concerns at the intersection. One concern
that is unique to this type of intersection is how the geometry allows drivers to bypass a red light by using
the rotary. It was suggested that the long cycle time may be a contributing factor to drivers making this
maneuver. While this maneuver is technically legal it was discussed how these are the drivers who
typically use the rotary aggressively and fail to stop at the stop sign. Another area of concern is the
northbound approach has no defined taper when forming the right turn lane and there are no signs
indicating that the right lane must turn right.
There is a second intersection in the study area that is nearly identical to this intersection (Granby Road
and Westover Road at Route 33), however there are not many other intersections of this geometry in
Massachusetts. The uniqueness of this intersection is a concern and many unfamiliar drivers may not
know how to properly navigate the intersection, while the commuting population may be more
aggressive. This differential in driver comfort and speed may be a contributing factor to crashes.
Enhancements
 Evaluate alternatives for a complete redesign of the intersection. The RSA team did a quick
review to see if a traditional 4 legged intersection could accommodate the demand and it was
agreed that it would be worth looking into a design.
 Clarify lane markings and lane assignment signage.
 Extend gore lines to north and south to force vehicle to use acceleration lane.
 Evaluate effectiveness of hatching the shoulders within the intersection (Similar to the
intersection of Granby Road and Westover Road at Route 33).
Safety Issue #3: Bicycle and Pedestrian Accommodations
Observations
In the area of this intersection there are no designated bicycle facilities. Sidewalks are provided along
route 33 on the outside of the rotary with crosswalks along each side of James Street. On the northern side
these sidewalks feed into the developments and pick back up north of the rotary, so there is a small
disconnect in the sidewalks connected to the north. No crossing are provided along memorial drive the
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Road Safety Audit—Route 33, Chicopee
Prepared by VHB, Inc.
nearest crossing is approximately ¼-mile to the south at the interaction of Route 33 at the McDonalds and
Fairview Sopping Plaza.
Enhancements
 Upgrade signal equipment to include pedestrian crossings along Route 33 and to reflect current
MassDOT standards.
 Install new sidewalk to complete connections
McDonalds/Fairview Shopping Center at Route 33
Safety Issue #1: Traffic Operations
Observations
The audit team brought up a number of observations relating to traffic operations at this intersection. As
was noted elsewhere along the corridor, a wide shoulder is used as a right-turn lane, in this instance the
southbound direction to access McDonalds. Multiple crashes were noted to involve vehicles traveling in
the southbound shoulder. The team also discussed the high frequency of crashes at night by younger
drivers at this intersection. It was noted that there are several lights around the intersection, leading some
participants to mention that while lighting is present, it may not be adequate for the width of the roadway
(six lanes and wide shoulders). An additional point that was broached was that slightly more than 20
percent of the crashes occurred with wet pavement conditions. While not abnormally high, when taken in
combination with the large number of rear-end crashes that occur in the northbound lanes on the existing
cement concrete pavement.
It was noted that there is only one overhead indication for both Memorial Drive approaches. Due to a
higher percentage of trucks on this section of Memorial Drive, the overhead signals can be blocked from
the view of drivers traveling behind larger vehicles.
Enhancements
 Resurface pavement to have consistent asphalt pavement along Memorial Drive.
 Consider enhancements to prevent the use of shoulder as right-turn lane such as: adding gore
along shoulder, creating a bump-out for the crosswalks, signing “Travel in Shoulder Prohibited”,
increasing enforcement, or striping lanes to indicate the turning movements.
 Review street lighting to determine if it is adequate.
 Install additional overhead signal indications on Route 33 approaches.
Page 38
Road Safety Audit—Route 33, Chicopee
Prepared by VHB, Inc.
Safety Issue #2: Lane Geometry
Observations
As mentioned previously the southbound right shoulder is used heavily for right turn movements into
McDonald’s. In addition to vehicles using the shoulder to take a right-turn there is a curb-cut located
close to intersection on the southbound approach.
At this intersection the approaches of the McDonald’s Driveway and the Fairview Shopping Plaza
driveway have conflicting or confusing lane markings. The McDonald’s Driveway is marked as having
two thru only movements at the intersection. South of the intersection McDonalds has a driveway marked
with two thru arrows. Right turn on Red movements are allowed form both of these driveway approaches.
Enhancements
 Consider a converting the southbound shoulder into a right turn lane.
 Restripe driveway markings for both McDonalds and Fairview Shopping Plaza.
 Eliminate right turn on red for McDonald’s and Fairview Shopping Plaza driveways.
Safety Issue #3: Bicycle and Pedestrian Accommodations
Observations
In the area of this intersection there are no designated bicycle facilities. No sidewalks are provided along
the McDonald’s and Fairview Shopping Plaza driveways. There is no crosswalk crossing the Fairview
shopping plaza driveway.
Enhancements
 Add crosswalk across Fairview Shopping Plaza driveway.
 Upgrade existing pedestrian signal equipment to reflect current MassDOT standards
Streiber Drive at Route 33
Safety Issue #1: Traffic Operations
Observations
During the RSA, several traffic operations concerns were discussed. One point of discussion was how the
side streets have low volumes, which results in the Memorial Drive approaches frequently resting in
green. It was noted how this may be a factor in some of the crashes resulting from inattention with
commuters not anticipating a red indication. Signal visibility was also another concern with only one
overhead signal display. This intersection is in close proximity (800 feet) to the intersection of Memorial
Drive at Jamrog Drive and Irene Street, which some participants felt led the intersections to sneak up on
drivers. It was also noted that there are many signs located at this intersection and some may be
unnecessary.
Page 39
Road Safety Audit—Route 33, Chicopee
Prepared by VHB, Inc.
Enhancements
 Coordinate the intersections of Strieber Drive and Jamrog Drive
 Install additional overhead signal indications on Route 33 approaches
 Install signal backplates to help increase visibly.
 Provide signal ahead signage
Safety Issue #2: Bicycle and Pedestrian Accommodations
Observations
In the area of this intersection there are no designated bicycle facilities. There is no crosswalk crossing the
Berkshire Bank Driveway or the northern side of Route 33. A concern was noted with the steep grades of
the sidewalk along Streiber Drive.
Enhancements
 Add a crosswalk across Berkshire Bank driveway.
 Upgrade existing pedestrian signal equipment to reflect current MassDOT standards.
 Review Strieber Drive sidewalk for ADA-compliance.
Irene Street and Jamrog Drive at Route 33
Safety Issue #1: Traffic Operations
Observations
The intersection of Irene Street and Jarmog Drive at Memorial Drive had a very high rate of crashes along
the northbound approach. It was noted that, particularly in the northbound direction, the signal indications
tended to blend in with the pavement and brake lights; this is further compounded by there being only a
single overhead indication. An additional point that was broached was that slightly more than 23 percent
of the crashes occurred with wet pavement conditions. While not abnormally high, when taken in
combination with the large number of rear-end crashes that occur in the northbound lanes on the existing
cement concrete pavement. Another concern that could be contributing to the high rate of northbound
crashes is the curve along Memorial Drive when approaching the intersection from the south.
This is another intersection that observed a high number of vehicles traveling in a shoulder to use as a
right turn lane. Considering the southbound approach it is particular misleading for the patrons exiting
Burger King because it appears the shoulder is travel lane. Another conflict within this shoulder is the bus
stop shelter located just north of the intersection.
Enhancements
 Add Advanced signal signage, particularly on the northbound approach. Consider implementation
of a flashing beacon to help bring attention to motorists of the approaching signal.
Page 40
Road Safety Audit—Route 33, Chicopee
Prepared by VHB, Inc.
 Resurface area of concrete pavement with asphalt pavement
 Install additional overhead signal indications on Route 33 approaches
 Install signal backplates to help increase visibly.
 Install southbound bus pull-out north of Burger King driveway
Pendleton Avenue at Route 33
Safety Issue #1: Traffic Operations
Observations
When the RSA team visited the site several concerns were brought to attention. At this location the
northbound shoulder was tapered off for truck turn movements, however this opening appears to invite
drivers to use as a right-turn and even a thru lane creating a defacto thru/right-turn lane. During the site
visit several vehicles were observed using defacto lane to pass thru the intersection and enter into
Cumberland Farms. During the site visit it was noted that the “No Right on Red” signs are post mounted
on the departure side of each approach, making visibility difficult. The audit team also noted a washout at
the Cumberland Farms Driveway along Pendleton Street. It was also noted that the guide sign for Route
116 is blocked by trees in the southbound direction.
There was discussion on contributing causes to the high number of rear-end crashes, long queues and the
curvature of the road on the southbound approach may be contributing factors for this type of crash. A
factor for the large queues at this intersection is the large volume of turning movements along both Route
33 and Pendleton Avenue. There was a high percentage of crashes occurring on wet pavement at about 25
percent. While not abnormally high, when taken in combination with the large number of rear-end crashes
that occur in the northbound lanes on the existing cement concrete pavement.
A concern that was discussed was the demand of patrons leaving Arbors Kids looking to travel
southbound on Memorial drive. These individuals need to cross over three lanes of traffic in under 300
feet to make a u-turn at the intersection. Crashes were noted where a vehicle will let someone leave the
Arbors Kids and the driver existing Arbors Kids was hit when crossing into the next lane of traffic.
Enhancements
 Formalize northbound right turn lane or fix shoulder taper
 Formalize eastbound right turn lane
 Provide supplemental near-side “No Right on Red“ Signs to improve visibility
 Install additional overhead signal indications on Route 33 approaches
 Install signal backplates to help increase visibly.
Page 41
Road Safety Audit—Route 33, Chicopee
Prepared by VHB, Inc.
 Evaluate the feasibility of closing the curb cuts closest to the intersection
 Evaluate the feasibility of reversing the driveways for the Arbors Kids to have the exit located
further south away from the intersection.
 Clear overgrown vegetation and properly maintain landscape.
 Fix washout at Cumberland Farms driveway
Safety Issue #2: Bicycle and Pedestrian Accommodations
Observations
In the area of this intersection there are no designated bicycle facilities. When visiting the intersection the
audit team noted that the sidewalk along the gas station is partial blocked by landscaping. It was also
noted that there was no separation between the car dealership parking lot and the sidewalk with cars
parked adjacent to the sidewalk.
Enhancements
 Upgrade existing pedestrian signal equipment to reflect current MassDOT standards
 Clear and maintain landscaping near sidewalk.
 Evaluate feasibility of adjusting sidewalk adjacent to car dealership.
Granby Road and Westover Road at Route 33
Safety Issue #1: Traffic Operations
Observations
A number of the same traffic operation issued noted about the James Street and Route 33 intersection
were noted at this intersection. There were a large number of the rear-end crashes occurring in the
channelized right-turn lane. It was discussed how this is likely due to stop control on the right turn with
the green indication on the thru and left-turn movements. It was noted that many vehicles sit at the stop
bar waiting for the opportunity to cut across to the left lane in one maneuver, rather than using the
acceleration lane and moving over one lane at a time. It was also noted that there are many signs located
at this intersection and some may be unnecessary.
It was noted that there is only one overhead indication for both Memorial Drive approaches. Due to a
higher percentage of trucks on this section of Memorial Drive, the overhead signals can be blocked from
the view of drivers traveling behind larger vehicles.
Enhancements
 Review need for the stop control on the channelized right turn lanes consider yield or signalized
control.
Page 42
Road Safety Audit—Route 33, Chicopee
Prepared by VHB, Inc.
 Extend gore lines to north and south to force vehicle to use acceleration lane.
 Install additional overhead signal indications on Route 33 approaches
 Refresh pavement markings, particularly the existing cat tracks in the eastbound direction
Safety Issue #2: Lane Geometry
Observations
The RSA team discussed several geometry concerns at the intersection. One concern that is unique to this
type of intersection is how the geometry allows drivers to bypass a red light by using the rotary. It was
suggested that the long cycle time may be a contributing factor to drivers making this maneuver. While
this maneuver is technically legal it was discussed how these are the drivers who typically use the rotary
aggressively and fail to stop at the stop sign. Another concern is on the eastbound approach there are two
thru lanes, but on the receiving side there is only one wide receiving lane.
Enhancements
 Evaluate a complete redesign of the intersection. The RSA team did a quick review to see if a
traditional 4 legged intersection could accommodate the demand and it was agreed that it would
be worth looking into a design.
Safety Issue #3: Bicycle and Pedestrian Accommodations
Observations
In the area of this intersection there are no designated bicycle facilities. No sidewalks are provided along
the southeast quadrant of the intersection. A crosswalk is provided across the northern side of the
intersection.
Enhancements
 Upgrade existing pedestrian signal equipment to reflect current MassDOT standards
 Consider adding signalization into the channelized right turn to provided signalized pedestrian
crossing.
 Provide ADA-compliant connection around James Street circle.
Page 43
Road Safety Audit—Route 33, Chicopee
Prepared by VHB, Inc.
Fairview Shopping Center (Stop & Shop) / Chicopee Marketplace
(Home Depot) at Route 33
Safety Issue #1: Traffic Operations
Observations
One concern was the yield control for the channelized right-turn coming from the Home Depot Driveway
with seven rear-end collisions occurring at this location.
A handful of sideswipe crashes were reported in relation to the northbound left-turn lane, which appear to
be related to confusion due to the concrete rumble strip that separates the turn lane from the thru
movement, as well as that the stop bar is set further back than that of the thru movement. In some of these
northbound left-turn related crashes drivers were swerving out of the left-turn lane and in other related
crashes drivers were taking a left from the thru lane.
Some of the concerns involved the developments adjacent to the intersection. A safety issue appears to be
with the BJ’s driveway with ten crashes occurring at this location. The BJ’s driveway approximately 20’
wide without striping which causes it operate as two right-turn lanes. Another factor contributing to the
crashes occurring the BJ’s driveway is the southbound dedicated right-turn lane for BJ’s. There may be
confusion with unfamiliar drivers thinking this is the right turn lane for the MassPike entrance (located
further south). In addition, when drivers make a right turn form Stop and Shop onto Route 33 they are
entering into this turn-lane.
Another issue is the lack of a connection between the Stop and shop and BJ’s shopping center, patrons
must use Route 33 to access either site. The signalized intersection is for the Stop and Shop Driveway,
however the BJ’s Plaza is lager sharing access with a Big Y.
Enhancements
 Provide advanced lane use signage (primarily for the northbound approach)
 Reconfigure signal to create control for the Home Deport channelized right-turn lane.
 Provide striping for BJ’s exit or narrow the driveway width to one lane.
 Evaluate the feasibility of providing an internal connection between Stop and Shop and BJ’s
Developments.
 Evaluate removing the dedicated southbound right turn lane for the BJ’s Entrance
Page 44
Road Safety Audit—Route 33, Chicopee
Prepared by VHB, Inc.
Safety Issue #2: Bicycle and Pedestrian Accommodations
Observations
In the area of this intersection there are no designated bicycle facilities. No sidewalks are provided along
the Stop and Shop or Home Depot Driveways or along the northbound side of Route 33. There is a
crossing on the northern side of Route 33, however the pedestrian ramp ends into the landscape area
without any sidewalk.
Enhancements
 Upgrade existing pedestrian signal equipment to reflect current MassDOT standards
 Add sidewalk to improve pedestrian access.
MassPike (Exit 5) at Route 33
Safety Issue #1: Traffic Operations
Observations
A contributing factor with the high percentage of angle collision may be confusion with the double leftturns coming off of the MassPike with several crashes involving this turning movement. Another factor is
the large number of left turning movements including the large number or u-turn traffic.
A member of the audit team noted that there has been confusion with the channelized right turn lane from
the MassPike and whether or not a right turn on red is permitted.
The internal driveway control at Walmart was discussed and there are concerns with the sight distance on
the northbound approach (blocked by Ninety Nine Restaurant building and landscaping).
Enhancements
 Refresh pavement markings particularly the track marks for the double left-turns from the
westbound approach (MassPike).
 Consider signing the westbound channelized right turn lane to indicate right turn on red is
allowed “Right turn on Red allowed after stop” or sign it as “No Turn on Red”.
Safety Issue #2: Bicycle and Pedestrian Accommodations
Observations
In the area of this intersection there are no designated bicycle facilities. No sidewalks are provided along
the Walmart driveway or north of the intersection along northbound side of Route 33.
Enhancements
 Upgrade existing pedestrian signal equipment to reflect current MassDOT standards
 Add sidewalk to improve pedestrian access.
Page 45
Road Safety Audit—Route 33, Chicopee
Prepared by VHB, Inc.
Aldi’s Plaza at Route 33
Safety Issue #1: Traffic Operations
Observations
One of the traffic operations issues that was noted is the three crashes reported where a vehicle took the
southbound u-turn too sharply and hit the median sign. Another concern is the high number of late night
crashes that were reported with 10 percent occurring from 10:00 PM to 12:00 PM. This is likely attributed
to the hotels, bars and late night dinning in the vicinity of the intersection. A deficiency that was noted is
the pavement marking in the northbound approach does not have a solid white lane line leading up to the
stop bar, but has a dashed lane line.
Enhancements
 Stripe northbound approach with a solid white lane line.
 Review southbound u-turn movement and consider pulling median back
Safety Issue #2: Bicycle and Pedestrian Accommodations
Observations
In the area of this intersection there are no designated bicycle facilities. No sidewalks are provided along
the northern side of the Chic-fil-A or Buffalo Wild Wings driveways. It was noted this area had a higher
volume of pedestrian traffic than the other location which is likely attributed the hotels and restaurants in
the area. An exclusive pedestrian phase is provided at this intersection and crosswalks are provided on all
but the southern leg of the intersection. Pedestrians were observed crossing without the crosswalk on the
southern leg of the intersection.
Enhancements
 Upgrade existing pedestrian signal equipment to reflect current MassDOT standards
 Add sidewalk to improve pedestrian access.
Fuller Road at Route 33
Safety Issue #1: Traffic Operations
Observations
Several team members mentioned that high speeds are regularly observed on the northbound approach
which has a length of no intersections or driveways to the south. It was also noted that the concrete
pavement in this area is in poor condition. This was another location that had a high percentage of crashes
occurring on wet pavement at about 32 percent, a significant majority of which occurred in the
northbound direction. When these individual factors are looked at together it suggests that the existing
concrete pavement is likely a major contributor.
Page 46
Road Safety Audit—Route 33, Chicopee
Prepared by VHB, Inc.
Another concern that was discussed is the positioning of the neon sign at the car dealership from the jug
handle approach. When the sign contains green it can confuse drivers into thinking the light had turned
green.
Enhancement
 Increased enforcement in an effort to reduce speeds south of Fuller Road.
 Provide advanced intersection warning signage
 Relocate existing private sign on the southeast corner to reduce confusion with the signals.
 Consider removing the concrete pavement on the northbound approach to the intersection.
Safety Issue #2: Lane Geometry
Observations
The RSA team discussed the use of a jug handle at this intersection. A concern that was discussed the jug
handle is how it unlike any of the other intersection along the corridor and how many drivers may be
unfamiliar with the jug handle operations.
Enhancement
 Consider replacing the overhead sign north of the MassPike bridge to provide a diagrammatic
overhead sign illustrating the jug handle in the southbound direction.
Safety Issue #3: Bicycle and Pedestrian Accommodations
Observations
In the area of this intersection there are no designated bicycle facilities. No sidewalks are provided along
fuller road or on the northbound side of Route 33. As mentioned previously Fuller Road is scheduled to
be reconstructed by the City, which will include sidewalks. There is a crosswalk across memorial drive on
the southern portion of the intersection with a pedestrian ramp provided on both sides, however one the
eastern side the ramp ends in a landscape area without any sidewalks. It was noted that the concurrent
pedestrian phase across the jug handle is always active, whether it is called or not.
Enhancements
 Provided sidewalks along Fuller Road (currently under design by the City of Chicopee)
 Fix concurrent pedestrian phasing across the jug-handle approach to engage only when actuated
(currently turns on each cycle).
 Investigate providing a pedestrian connection to the north under the MassPike bridge on the
northbound side of Route 33.
Page 47
Road Safety Audit—Route 33, Chicopee
Prepared by VHB, Inc.
Summary of Road Safety Audit
Following the site walk, participants returned to the DPW meeting room to review the safety issues
identified and to recommend potential countermeasure improvements. Knowing that through the State’s
Transportation Improvement Program (TIP) process the corridor will be going under design to address
some of the issues raised during the RSA, participants were challenged to come up not only with long
term (greater than 1 year) improvements that could be incorporated into the larger design project (or
future projects), but also to identify short-term (2-6 months) or intermediate (6 months – 1 year)
improvements that could be implemented as soon as possible and before the reconstruction efforts begin.
All discussed improvements were categorized by the following time frames: short-term, intermediate, and
long-term. Long-term improvements are likely to be associated with the TIP project or another future
project. As Route 33 is a State Highway, the majority of improvements are called out as being the
responsibility of MassDOT. Suggested enhancements that impact private property or City roads, also
include facility owner (City or Private Developer) as a partner.
Enhancements were also assigned a cost category, as identified in Table 6.
Table 6: Estimated Time Frame and Costs Breakdown
Time Frame
Costs
Short-Term
<1 Year
Low
<$10,000
Mid-Term
1-3 Years
Medium
$10,001-$50,000
Long-Term
>3 Years
High
>$50,000
Recommendations for improving safety along the corridor as a whole are summarized in Table 7 and are
categorized based on estimated safety payoff, time frame and cost for implementation. The responsible
party for further action has been identified as well. Recommendations for enhancements at specific
intersections are summarized in Tables 8 through 19.
Safety payoff estimates are subjective and based on the relative percent of crashes that may be reduced by
the enhancement. For major improvements, crash reduction factors are often available to assess the safety
payoff; however, for many minor enhancements a more subjective evaluation is needed. To provide a
general assessment of how a recommended enhancement would impact crash occurrences,
countermeasures have been assigned a Low, Medium, or High value on a subjective basis using
engineering judgment as it relates to potential crash reduction.
Countermeasures detailed in the summary tables involve Engineering, Maintenance, Enforcement,
Educational and/or Behavioral modifications that start with corridor-wide considerations and continue
with site and location-specific items for consideration.
Selected countermeasures have been identified as potentially short-term, intermediate (potential
maintenance projects) and/or long-term, which would be considered as part of the TIP project.
Consideration should be made as to the appropriateness of inclusion in the TIP corridor project of
countermeasures as the project design advances.
Page 48
Road Safety Audit—Route 33, Chicopee
Prepared by VHB, Inc.
Table 7: Potential Safety Enhancement Summary – Corridor-wide
Safety Issue
Potential Safety Enhancement
Safety Payoff
Time Frame
Cost
Responsible Agency
Speed
Increase enforcement at strategic
locations
Med
ST
Low
City
Speed
Provide advanced intersection
signage
Low
ST
Low
MassDOT
Roadway Cross Section
Use pavement markings and
signage to provide a consistent
cross section throughout the
corridor
Med
ST
Low
MassDOT
Roadway Cross Section
Consider options to reduce
effective shoulder width
Med
ST
Low
MassDOT
Roadway Cross Section
Trim roadside vegetation between
Falmouth Road and Jamrog Drive
Med
ST
Low
MassDOT
Driveway Operations
Eliminate unnecessary private
driveways
Med
LT
Med
MassDOT/City
Driveway Operations
Evaluate the corridor for locations
to implement frontage/rearfrontage roads to improve internal
connections between existing
commercial establishments
Med
LT
Med
MassDOT/City/Private
Developers
Pavement
Replace Concrete Pavement with
HMA
Med
LT
High
MassDOT
Signage & Pvm’t Markings
Update existing signage to reflect
current standards
Low
ST
Low
MassDOT
Signage & Pvm’t Markings
Conduct inventory of all existing
signage and remove repetitive
and/or unnecessary signs
Low
ST
Low
MassDOT
Signage & Pvm’t Markings
Restrict private signage in the
public ROW to reduce sign clutter
Low
ST
Low
MassDOT/City
Signage & Pvm’t Markings
Provide consistent pavement
markings throughout the corridor
Med
ST
Low
MassDOT
Page 49
Road Safety Audit—Route 33, Chicopee
Prepared by VHB, Inc.
Table 7: Potential Safety Enhancement Summary – Corridor-wide
Safety Issue
Potential Safety Enhancement
Safety Payoff
Time Frame
Cost
Responsible Agency
Pedestrian and Bicycle
Accommodations
Consider installation of buffered
bicycle lanes in existing shoulders
Low
MT
Med
MassDOT
Pedestrian and Bicycle
Accommodations
Construct continuous sidewalks on
both sides of the roadway
Med
LT
High
MassDOT
Pedestrian and Bicycle
Accommodations
Upgrade existing sidewalks and
curb cuts to meet current ADA
standards
Med
LT
High
MassDOT
Pedestrian and Bicycle
Accommodations
Provide consistent pedestrian
phasing throughout the corridor
Low
MT
Low
MassDOT
Pedestrian and Bicycle
Accommodations
Upgrade existing pedestrian signal
equipment to provide APS
Low
MT
Low
MassDOT
Pedestrian and Bicycle
Accommodations
Improve connections between the
commercial properties and existing
sidewalks
Med
MT
Med
MassDOT
Signals
Provide consistent signal layout at
all intersections throughout the
corridor
Med
MT
High
MassDOT
Signals
Provide dedicated overhead signal
indication for each approach lane
at all intersections.
Med
MT
Low
MassDOT
Signals
Install retroreflective back plates
on all existing and future signal
heads
Med
ST
Low
MassDOT
Signals
Improve signal coordination
throughout the corridor
Low
MT
Med
MassDOT
Page 50
Road Safety Audit—Route 33, Chicopee
Prepared by VHB, Inc.
Table 8: Potential Safety Enhancement Summary - New Ludlow Road at Route 33
Safety Issue
Lane Geometry
Lane Geometry
Lane Geometry
Signal
Signals
Pedestrian
Accommodations
Pedestrian
Accommodations
Transit Accommodations
Potential Safety Enhancement
Construct Opposing Left-Turn
Lanes on New Ludlow Road
Extend lane drop taper on Route
33 Northbound
Restripe/sign northbound
shoulder as Right Turn Lane
Analyze cycle splits to determine
if more time can be given to New
Ludlow Road to reduce queues
Replace existing mast arms and
provide at least 2 overhead
signal indications for each
approach
Construct Sidewalks on New
Ludlow Road
Upgrade existing pedestrian
signal equipment to reflect
current standards
Construct bus pull-out on New
Ludlow Road west of Route 33
Safety Payoff
Time Frame
Cost
Responsible Agency
Med
LT
High
MassDOT
Med
LT
Med
MassDOT
Low
ST
Low
MassDOT
Med
ST
Low
MassDOT
High
LT
High
MassDOT
Med
LT
High
MassDOT/City
Med
MT
Med
MassDOT/City
Low
LT
Med
MassDOT/PVTA
Page 51
Road Safety Audit—Route 33, Chicopee
Prepared by VHB, Inc.
Table 9: Potential Safety Enhancement Summary - Britton Street at Route 33
Safety Issue
Signals
Traffic Operations
Traffic Operations
Pedestrian
Accommodations
Pedestrian
Accommodations
Potential Safety Enhancement
Replace existing mast arms and
provide at least 2 overhead
signal indications for each
approach
Consider options to reduce
effective shoulder width
Evaluate feasibility of closing the
curb cuts closest to the
intersection
Repair/replace damaged
sidewalks
Upgrade existing pedestrian
signals to reflect current
standards
Safety Payoff
Time Frame
Cost
Responsible Agency
High
LT
High
MassDOT
Med
ST
Low
MassDOT
Med
LT
Med
MassDOT/City/Private
Developers
Med
MT
Low
MassDOT/City
Med
MT
Med
MassDOT
Table 10: Potential Safety Enhancement Summary – James Street at Route 33
Safety Issue
Signals
Signals
Signals
Signals/Lane Geometry
Potential Safety Enhancement
Replace existing mast arms and
provide at least 2 overhead
signal indications for each
approach
Install retroreflective back plates
on all existing and future signal
heads
Consider installing optically
programmed signal lenses on the
Route 33 approaches inside of
the circle
Review channelized right-turn
lanes to evaluate Stop, Yield or
Signalized control
Safety Payoff
Time Frame
Cost
Responsible Agency
High
LT
High
MassDOT
Med
ST
Low
MassDOT
Med
ST
Low
MassDOT
Med
LT
High
MassDOT
Page 52
Road Safety Audit—Route 33, Chicopee
Prepared by VHB, Inc.
Table 10: Potential Safety Enhancement Summary – James Street at Route 33 (cont.)
Safety Issue
Lane Geometry
Lane Geometry
Lane Geometry
Lane Geometry
Pedestrian
Accommodations
Potential Safety Enhancement
Consider full redesign of the
intersection with potential
alternatives of a roundabout and
a four-way signalized intersection
Improve lane markings and lane
assignment signage
Extend gore lines to north and
south to force vehicle to use
acceleration lane
Hatch shoulders within rotary
Construct sidewalks and
signalized crosswalks
Safety Payoff
Time Frame
Cost
Responsible Agency
High
LT
High
MassDOT
Med
ST
Low
MassDOT
Low
ST
Low
MassDOT
Low
ST
Low
MassDOT
Med
LT
High
MassDOT/City
Table 11: Potential Safety Enhancement Summary - McDonalds/Fairview Shopping Plaza at Route 33
Safety Issue
Signals
Traffic Operations
Lane Geometry
Lane Geometry
Lane Geometry
Pedestrian
Accommodations
Potential Safety Enhancement
Replace existing mast arms and
provide at least 2 overhead
signal indications for each
approach
Review street lighting to
determine if nighttime visibility is
acceptable
Restripe/sign southbound
shoulder as Right Turn Lane
Sign McDonalds and Fairview
Shopping Plaza Driveways to
prevent right turn on red
Provide appropriate pavement
markings on McDonalds and
Fairview Shopping Plaza
driveways
Add crosswalk across Fairview
Shopping Plaza driveway
Safety Payoff
Time Frame
Cost
Responsible Agency
High
LT
High
MassDOT
Med
MT
Med
MassDOT
Low
ST
Low
MassDOT
Low
ST
Low
MassDOT
Low
ST
Low
MassDOT/Private
Developers
Med
LT
High
MassDOT/Private
Developers
Page 53
Road Safety Audit—Route 33, Chicopee
Prepared by VHB, Inc.
Table 12: Potential Safety Enhancement Summary - Streiber Drive at Route 33
Safety Issue
Signals
Signals
Signals
Lane Geometry
Pedestrian
Accommodations
Pedestrian
Accommodations
Pedestrian
Accommodations
Potential Safety Enhancement
Replace existing mast arms and
provide at least 2 overhead
signal indications for each
approach
Evaluate the potential for
improved coordination between
this intersection and the
intersection at Irene
Street/Jamrog Drive
Sign Route 33 with advanced
signal warning
Consider options to reduce
effective shoulder width
Upgrade existing pedestrian
signal equipment to reflect
current standards
Review Streiber Drive Sidewalk
to confirm ADA-compliance
Provide a crosswalk across
Berkshire Bank Driveway
Safety Payoff
Time Frame
Cost
Responsible Agency
High
LT
High
MassDOT
Med
ST
Low
MassDOT
Low
ST
Low
MassDOT
Med
ST
Low
MassDOT
Med
MT
Low
MassDOT/City
Med
MT
Mid
MassDOT/City
Low
ST
Low
MassDOT/Private
Developer
Table 13: Potential Safety Enhancement Summary - Irene Street and Jamrog Drive at Route 33
Safety Issue
Signals
Lane Geometry
Transit Accommodations
Potential Safety Enhancement
Replace existing mast arms and
provide at least 2 overhead
signal indications for each
approach
Sign Route 33 northbound with
advanced signal warning
Construct bus pull-out on Route
33 north of Burger King driveway
Safety Payoff
Time Frame
Cost
Responsible Agency
High
LT
High
MassDOT
Low
ST
Low
MassDOT
Low
MT
Med
MassDOT/PVTA
Page 54
Road Safety Audit—Route 33, Chicopee
Prepared by VHB, Inc.
Table 14: Potential Safety Enhancement Summary - Pendleton Avenue at Route 33
Safety Issue
Pavement
Signals
Signals
Lane Geometry
Lane Geometry
Lane Geometry
Lane Geometry
Pedestrian
Accommodations
Pedestrian
Accommodations
Overgrown Landscape
Potential Safety Enhancement
Fix washout at Cumberland
Farms Driveway
Replace existing mast arms and
provide at least 2 overhead
signal indications for each
approach
Relocate existing “No Right Turn
on Red” signs to improve visibility
Consider options to reduce
effective shoulder width
Restripe/sign northbound
shoulder to formalize right-turn
lane
Formalize eastbound right-turn
lane
Evaluate closing off unnecessary
curb cuts
Repair/replace damaged
sidewalks
Provide separation between car
dealership cars and sidewalk
Clear overgrown landscaping
blocking pedestrian sidewalk and
blocking signage.
Safety Payoff
Time Frame
Cost
Responsible Agency
MassDOT/City/Private
Developer
Low
MT
Med
High
LT
High
MassDOT
Low
ST
Low
MassDOT
Med
ST
Low
MassDOT
Med
ST
Med
MassDOT
Low
MT
Med
MassDOT
Low
LT
Med
MassDOT/Private
Developer
Med
MT
Low
MassDOT/City
Low
LT
Med
MassDOT/City/Private
Developer
Low
ST
Low
City
Page 55
Road Safety Audit—Route 33, Chicopee
Prepared by VHB, Inc.
Table 15: Potential Safety Enhancement Summary - Granby Road and Westover Road at Route 33
Safety Issue
Signals
Signals
Signals/Lane Geometry
Lane Geometry
Lane Geometry
Pedestrian
Accommodations
Potential Safety Enhancement
Replace existing mast arms and
provide at least 2 overhead
signal indications for each
approach
Consider installing optically
programmed signal lenses on the
Route 33 approaches inside of
the circle
Review channelized right-turn
lanes to evaluate Stop, Yield or
Signalized control
Full redesign of the intersection
considering alternatives of Rotary
of four-way signalized
intersection
Extend gore lines to north and
south to force vehicle to use
acceleration lane
Provide ADA-compliant
connection around the circle
Safety Payoff
Time Frame
Cost
Responsible Agency
High
LT
High
MassDOT
Med
ST
Low
MassDOT
Med
LT
High
MassDOT
High
LT
High
MassDOT
Low
ST
Low
MassDOT
Med
LT
High
MassDOT
Page 56
Road Safety Audit—Route 33, Chicopee
Prepared by VHB, Inc.
Table 16: Potential Safety Enhancement Summary - Fairview Shopping Center at Route 33
Safety Issue
Signals/Lane Geometry
Lane Geometry
Lane Geometry
Lane Geometry
Lane Geometry
Pedestrian
Accommodations
Pedestrian
Accommodations
Pedestrian
Accommodations
Potential Safety Enhancement
Review channelized right-turn
lane out of Home Depot to
evaluate signalized control
Re-evaluate existing
configuration for southbound
right-turn for BJ’s Driveway
Stripe BJ’s driveway to be one
exiting lane
Provide improved advanced lane
use signage on Route 33
Evaluate feasibility of providing
access between Shop and Shop
and BJ’s developments.
Repair/replace damaged
sidewalks
Construct sidewalks along Route
33 northbound
Improve sidewalk connections
from Route 33 to developments
(Stop and Shop and Home
Depot)
Safety Payoff
Time Frame
Cost
Responsible Agency
Med
LT
High
MassDOT
Med
MT
Med
MassDOT
Low
ST
LOW
MassDOT/Private
Developer
Low
ST
Low
MassDOT
Low
LT
Med
MassDOT/City/Private
Developer
Med
MT
Low
MassDOT
Med
LT
High
MassDOT
Med
LT
High
MassDOT/Private
Developer
Page 57
Road Safety Audit—Route 33, Chicopee
Prepared by VHB, Inc.
Table 17: Potential Safety Enhancement Summary - MassPike (Exit 5) at Route 33
Safety Issue
Traffic Operations
Pavement Markings
Pedestrian
Accommodations
Pedestrian
Accommodations
Pedestrian
Accommodations
Potential Safety Enhancement
Consider signing the westbound
channelized right turn as “Right
Turn on Red Allowed After Stop”
Restripe pavement markings,
particularly track marks for
double-left turn
Improve sidewalk connections to
Walmart
Repair/replace damaged
sidewalks
Construct sidewalks along Route
33 northbound
Safety Payoff
Time Frame
Cost
Responsible Agency
Low
ST
Low
MassDOT
Med
ST
Low
MassDOT
Low
MT
Med
MassDOT/Private
Developer
Med
MT
Low
MassDOT
Med
LT
High
MassDOT
Table 18: Potential Safety Enhancement Summary - Aldi's Plaza at Route 33
Safety Issue
Pavement Markings
Lane Geometry
Pedestrian
Accommodations
Pedestrian
Accommodations
Potential Safety Enhancement
Stripe northbound approach with
a solid white lane line
Evaluate/adjust nose of
southbound median for u-turn
movement.
Improve sidewalk connections to
adjacent developments
Repair/replace damaged
sidewalks
Safety Payoff
Time Frame
Cost
Responsible Agency
Low
ST
Low
MassDOT
Low
MT
Med
MassDOT
Low
MT
Med
MassDOT/Private
Developer
Med
MT
Low
MassDOT
Page 58
Road Safety Audit—Route 33, Chicopee
Prepared by VHB, Inc.
Table 19: Potential Safety Enhancement Summary - Fuller Road at Route 33
Safety Issue
Signage
Signals
Signage
Signage
Pedestrian
Accommodations
Pedestrian
Accommodations
Potential Safety Enhancement
Replace existing overhead sign
for jug handle (north of bridge)
with a diagrammatic sign
showing jug handle
Fix concurrent pedestrian phase
across jug-handle to come on
only when actuated
Provide advanced intersection
warning signage on Route 33
northbound
Relocate private neon sign on
southeast corner
Construct sidewalk along Route
33 northbound
Construct sidewalk along Fuller
Road
Safety Payoff
Time Frame
Cost
Responsible Agency
Med
MT
High
MassDOT
Low
ST
Low
MassDOT
Low
ST
Low
MassDOT
Low
ST
Low
MassDOT/City/
Private Developer
High
LT
High
MassDOT
Med
LT
High
City
Page 59
Road Safety Audit—Route 33, Chicopee
Prepared by VHB, Inc.
Appendix A. RSA Meeting Agenda
Page 60
Road Safety Audit—Route 33, Chicopee
Prepared by VHB, Inc.
Road Safety Audit
Chicopee
Route 33 Memorial Drive
Between New Ludlow Road and Fuller Road
Meeting Location: Chicopee Department of Public Works
DPW Conference Room
115 Baskin Drive, Chicopee MA
August 11, 2015
8:30 AM – 4:30 PM
Type of meeting:
Attendees:
Please bring:
High Crash Location – Road Safety Audit
Invited Participants to Comprise a Multidisciplinary Team
Thoughts and Enthusiasm!!
8:30 AM
Welcome and Introductions
8:45 AM
Review of Site Specific Material
• Crash & Volume Summaries
• Existing Geometries and Conditions
11:00 AM
Visit the Corridor (if necessary)
• If needed, drive to specific intersection locations identified during review
• As a group, identify areas for improvement
12:00 PM
Break for Lunch (to be provided)
12:30 PM
Post Visit Discussion / Completion of RSA
• Discuss observations and finalize findings
• Discuss potential improvements and finalize recommendations
4:30 PM
Adjourn for the Day – but the RSA has not ended
Instructions for Participants:
• Before attending the RSA on August 11, 2015, participants are encouraged to drive
through the corridor/identified intersections 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.
Page 61
Road Safety Audit—Route 33, Chicopee
Prepared by VHB, Inc.
Appendix B. RSA Audit Team Contact List
Page 62
Road Safety Audit—Route 33, Chicopee
Prepared by VHB, Inc.
Participating Audit Team Members
Date:
August 11, 2015
Location: Chicopee, MA
Audit Team Members
Agency/Affiliation
Email Address
Phone Number
Kevin Chiang
MassDOT – Boston
Kevin.chiang@dot.state.ma.us 857-368-9626
Laura Hanson
MassDOT – D3
Laura.hanson@state.ma.us
413-582-0589
Luke Hayes
MassDOT – D3
Luke.Hayes@state.ma.us
413-582-1525
Francis Tainter
MassDOT – D3
(summer intern)
Francis.tainter@state.ma.us
978-501-1058
Gary Roux
PVPC
gmroux@pvpc.org
413-781-6045
Steven Frederick
Chicopee DPW
sfrederick@chicopee.ma.gov
413-594-3416
Lee M. Pouliot
Chicopee Planning
lpouliot@chicopee.ma.gov
413-594-1516
Mark Page
Chicopee Police
mpage@chicopeepolice.com
413-594-1771
Keith Wenners
VHB
kwenners@vhb.com
413-241-5872
Gregory Russell
VHB
grussell@vhb.com
508-513-2716
Page 63
Road Safety Audit—Route 33, Chicopee
Prepared by VHB, Inc.
Appendix C. Detailed Crash Data
Page 64
Road Safety Audit—Route 33, Chicopee
Prepared by VHB, Inc.
Appendix D. Additional Information
Page 65
Road Safety Audit—Route 33, Chicopee
Prepared by VHB, Inc.
Appendix E. Road Safety Audit References
Road Safety Audit—Route 33, Chicopee
Prepared by VHB, Inc.
Road Safety Audit References
Massachusetts Traffic Safety Toolbox, Massachusetts Highway Department,
www.mhd.state.ma.us/safetytoolbox.
Road Safety Audits, A Synthesis of Highway Practice. NCHRP Synthesis 336. Transportation Research
Board, National Cooperative Highway Research Program, 2004.
Road Safety Audits. Institute of Transportation Engineers and U.S. Department of Transportation, Federal
Highway Administration, www.roadwaysafetyaudits.org.
FHWA Road Safety Audit Guidelines. U.S. Department of Transportation, Federal Highway
Administration, 2006.
Road Safety Audit, 2nd edition. Austroads, 2000.
Road Safety Audits. ITE Technical Council Committee 4S-7. Institute of Transportation Engineers,
February 1995.