ROAD SAFETY AUDIT
Main Street
in Worcester, Massachusetts
January 30, 2015
Submitted to:
MassDOT
Prepared By:
Fay, Spofford & Thorndike
5 Burlington Woods
Burlington, Massachusetts
Road Safety Audit— Main Street, Worcester, Massachusetts
Prepared by Fay, Spofford & Thorndike
Table of Contents
Background ................................................................................................................................. 1
Project Data ................................................................................................................................. 1
Project Location and Description .............................................................................................. 4
Audit Observations ................................................................................................................... 10
Potential Safety Enhancements ............................................................................................... 23
Summary of Road Safety Audit ............................................................................................... 33
List of Appendices
Appendix A.
Appendix B.
Appendix C.
Appendix D.
RSA Meeting Agenda
RSA Audit Team Contact List
Detailed Crash Data
Additional Information
List of Figures
Figure 1. Locus Map ................................................................................................................................. 5
List of Tables
Table 1.
Table 2.
Participating Audit Team Members ....................................................................................... 2
Potential Safety Enhancement Summary – Main Street....................................................... 34
Road Safety Audit— Main Street, Worcester, Massachusetts
Prepared by Fay, Spofford & Thorndike
Background
Fay, Spofford & Thorndike (FST) of Burlington, Massachusetts is the City of Worcester’s
Department of Public Works and Parks (DPWP) prime design consultant for improvements to
Main Street in the City of Worcester. The roadway is under the jurisdiction of the City of
Worcester. The Project will be constructed by the Massachusetts Department of Transportation
– Highway Division (MassDOT - Project Number 604893). The Project primarily consists of
improvements to Main Street, between Beaver Street and Hawthorne Street, which includes the
intersection of Main Street at Maywood Street and Crystal Street, the intersection of Main Street
at Gates Street and the intersection of Main Street and Woodland Street. The Project is adjacent
to Clark University’s main campus and other Clark University properties.
MassDOT has identified a high crash cluster for pedestrians on the Main Street corridor, between
Mill Street and Grand Street, based on 2002-2012 crash data, and a high crash cluster for
vehicles at the intersection of Main Street at Maywood Street and Crystal Street based on 2010­
2012 crash data. The crash clusters are an indication that the corridor and intersection are high
pedestrian and vehicle (respectively) crash locations within the Central Massachusetts Regional
Planning Commission (CMRPC) boundaries. As a result of these 2012 crash clusters, which
were identified on MassDOT’s online database, a Roadway Safety Audit (RSA) was required to
be conducted as part of MassDOT’s project design process.
A Roadway Safety Audit, as defined by the Federal Highway Administration, is a formal safety
performance examination of an existing or future road or intersection by an independent audit
team. This RSA was conducted during the Preliminary Design (25% Design) stage of the Project
in order to incorporate safety-related design features early in the design process. Elements of the
RSA will be considered for incorporation into the Project as the design progresses.
Project Data
The Roadway Safety Audit was conducted on December 15, 2014 at 9:30 AM, with the pre- and
post-audit meetings held at Clark University, located at 950 Main Street, Worcester. As can be
seen in Table 1, the Audit Team consisted of a cross-section of State and local engineering,
emergency response, planning, institutional and bicycle/walk advocacy professionals that was
assembled in conjunction with input from MassDOT’s Safety Management Unit and the City of
Worcester.
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Road Safety Audit— Main Street, Worcester, Massachusetts
Prepared by Fay, Spofford & Thorndike
Table 1. Participating Audit Team Members
Audit Team Member
Lisa Schletzbaum
Alolade Campbell
Sujatha Mohanakrishnan
Jonathan Church
Lea Ann O’Neill
Michael Dawley
Paul Wykes
Chief Stephen Goulet
Sargent Fred Haddad
Nick Lyford
Lieutenant Michael A. McKiernan
Zachary Dyer
Karin Valentine Goins
Gerald Powers
Walt Woo
Sarah Borenstein
Agency/Affiliation
MassDOT Highway Division – Safety Management
Unit
MassDOT Highway Division – District 3 Traffic
Central Massachusetts Regional Planning
Commission
Central Massachusetts Regional Planning
Commission
Clark University
Clark University
Clark University
Clark University Police Department
Clark University Police Department
City of Worcester Dept. of Public Works & Parks
City of Worcester Police Department
City of Worcester Division of Public Health
Walk/Bike Worcester
Walk/Bike Worcester
Fay, Spofford & Thorndike
Fay, Spofford & Thorndike
Audit participants were provided with materials to review prior to the Audit. The materials
included a locus map, a summary of traffic volume data (daily and peak hour), pedestrian and
peak hour data, and a summary of the crash data provided by the Worcester Police Department
(including pedestrian and bicycle crashes). An existing conditions field survey plan was also
provided. Participants were encouraged to visit the site prior to the Audit and were urged to
consider elements on MassDOT’s Safety Review Prompt List (also provided to Audit
participants in advance).
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Road Safety Audit— Main Street, Worcester, Massachusetts
Prepared by Fay, Spofford & Thorndike
The day of the Audit, a pre-Audit meeting was held at Clark University, Higgins University
Center (Rosenblatt Conference Room) to discuss the Audit process, review the distributed
materials and to discuss the some of the issues that Team members had observed individually,
prior to the Audit.
The Audit field walk consisted of field observations of the Audit location. Handwritten notes
and digital photographs documented the observations made by Audit team members during the
field walk.
Following the Audit field walk, a post-Audit meeting was reconvened at Clark University where
the Team confirmed the observations made in the field, identified deficiencies and offered
solutions to remedy the safety deficiencies noted in the field walk and Pre-Audit meeting.
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Road Safety Audit— Main Street, Worcester, Massachusetts
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Project Location and Description
The Audit was conducted for the segment of Main Street between Beaver Street and Hawthorne
Street. A locus map is provided as Figure 1.
This segment of Main Street includes two signalized intersections:
•
•
Main Street at Crystal Street/Maywood Street
Main Street at Woodland Street
All roadways within the audit limits are under the jurisdiction of the City of Worcester.
According to MassDOT’s online Roadway Inventory map, the functional classification of Main
Street is Urban Principal Arterial and the functional classification of Maywood Street is Urban
Collector. All other roadways are categorized as local roads.
Main Street is a two-way, two lane roadway, running generally north to south from Beaver Street
to Hawthorne Street. The travel directions are separated by a painted double yellow center line
within the Audit limits.
According to MassDOT, there is no special speed regulation for the segment of Main Street
under evaluation. Therefore, the statutory speed limit of 30 miles per hour (mph) governs.
Traffic data was collected using Automatic Traffic Recorders (ATR) as part of the roadway
improvement Project including the following speed data on Main Street (east of Gates Street):
Main Street - Eastbound
Main Street - Westbound
Vehicle Speed Data
Average Speed
24 mph
21 mph
85th Percentile speed
31 mph
28 mph
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I
§
¦
¨
290
Legend
Project Corridor
Figure 1: Project Locus Map
Map Source: Office of Geographic and Environmental Information
(MassGIS),Commonwealth of Massachusetts
Executive Office of Energy and Environmental Affairs
Streetscape Improvements at Main Street & Maywood Street
Worcester, Massachusetts
Project File No. 604893
Scale: 0
500 1,0001,5002,000 Feet
Road Safety Audit— Main Street, Worcester, Massachusetts
Prepared by Fay, Spofford & Thorndike
Additionally, the following traffic data was collected as part of the Project:
Existing 2014 Traffic Volumes
Location
Daily
Volume a
AM Peak Hour
Peak
Hour
Kc
Dir. Dist d
Volume b
PM Peak Hour
Peak Hour
Volume
K
Dir. Dist
Main Street, east of Woodland St
15,887
948
6.0
62% EB
1,113
7.0
54% WB
Main Street, east of Gates St
14,994
935
6.2
65% EB
957
6.4
54% WB
Maywood Street, north of Main St
5,665
345
6.1
60% NB
434
7.7
60% NB
Crystal Street, south of Main Street
2,712
159
5.9
61% NB
230
8.5
59% NB
Woodland Street, north of Main St
2,172
104
4.8
100% NB
190
8.7
100% NB
a
b
c
d
daily traffic expressed in vehicles per day
peak hour volumes expressed in vehicles per hour
percent of daily traffic that occurs during the peak hour
directional distribution of peak hour traffic
Wide sidewalks were observed on both sides of Main Street. Painted crosswalks were observed
at both signalized intersection locations (four at the Maywood Street/Crystal Street intersection
and three at the Woodland Street T-intersection).
Painted crosswalks were observed across each unsignalized side street: Beaver Street, Gates
Street, Grand Street, Wyman Street and Hawthorne Street.
There are mid-block crossings across Main Street - at Gates Street, between Gates and Grand
Street (at the Clark University main entrance gates to the Campus) and at Hawthorne Street.
According to the Clark University Police Chief, the crossing at the Clark University main
entrance gate (between Gates Street and Grand Street) is the busiest of the Main Street crossings.
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Road Safety Audit— Main Street, Worcester, Massachusetts
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Transit
The Worcester Regional Transit Authority (WRTA) operates three bus lines along Main Street –
Routes # 19, #27, and #33. Within the Project corridor, there are three bus stops in each of the
northbound and southbound directions. According to the CMRPC, the WRTA bus routes on
Main Street are some of the busiest in the WRTA bus network. According to the CMRPC,
WRTA buses along Main Street make 164 trips within the project corridor on a typical weekday.
These three routes use 40-foot buses and operate along Main Street between 4:50am and
11:47pm as follows:
Hours of
Operation
Route 19
Route 27
Route 33
Number of
Inbound Trips per
Day
5:00am – 11:47pm
38
5:35am – 9:50pm
31
4:50am – 8:45pm
14
83
TOTAL:
Number of
Outbound Trips
per Day
36
31
14
81
Total Number of
Trips per Day
74
62
28
164
The primary hours for multiple buses operating within the Project area is between 5:00am –
9:00pm. Within this time period, there are 149 trips among all three routes, which averages to
nine to ten (9-10) buses operating within the Project corridor every hour. Bus schedules are
provided in Appendix D.
As part of the Project, the WRTA, CMRPC and the City have discussed consolidating and
eliminating bus stops in the Project study area. As currently proposed, the outbound stop near
Beaver Street will be eliminated and the two inbound stops near Gates Street will be
consolidated.
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Road Safety Audit— Main Street, Worcester, Massachusetts
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Crash History
A query of MassDOT’s online database reveals a high crash cluster for pedestrians on the Main
Street corridor, between Mill Street and Grand Street, based on 2002-2012 crash data and a high
crash cluster for vehicles at the intersection of Main Street at Maywood Street and Crystal Street
based on 2010-2012 crash data. The crash clusters are an indication that the corridor and
intersection are high pedestrian crash and vehicle crash (respectively) locations within the
Central Massachusetts Regional Planning Commission (CMRPC) boundaries. The cluster map
is contained in Appendix C.
Additionally, individual detailed crash reports for the corridor were requested from the
Worcester Police Department. The individual crash reports typically provide detailed
information about the circumstances surrounding a crash and may provide insight into possible
causes of crashes.
Using the police reports, FST was able to prepare collision diagrams for the intersections and
segments under evaluation. The collision diagrams are included in Appendix C.
Main Street at Maywood Street/Crystal Street
A total of 37 crashes were identified for the intersection from 2009 to 2013. Of those crashes, 13
resulted in an injury, with no fatal injuries. The most common manner of collision was the angle
type, which comprised 46% of the identified crashes. The second most common manner of
collision was the rear-end type, which comprised 19% of the identified crashes. Notably, 24% of
the identified crashes occurred on a Friday. Four of the identified crashes involved a pedestrian.
The majority of crashes (68%) occurred during daylight hours.
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Road Safety Audit— Main Street, Worcester, Massachusetts
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Main Street at Gates Street
A total of 21 crashes were identified for the intersection from 2009 to 2012. Of those crashes, 9
resulted in an injury, with no fatal injuries. The most common manner of collision was the rearend type, which comprised 43% of the identified crashes. The second most common manner of
collision was the single vehicle crash, which comprised 24% of the identified crashes. Angle
type crashes also comprised 24% of the identified crashes. Notably, 29% of the identified
crashes occurred on a Monday. One of the identified crashes involved a pedestrian. The vast
majority of crashes (76%) occurred during daylight hours.
There were three crashes identified for the intersection at which the driver collided with fixed
objects along the roadside. All three appeared to be caused by operator error. In two of the
three, the police reports indicate that the driver fell asleep and lost control of the vehicle. In the
third crash, the driver was distracted by a mobile phone.
Main Street at Grand Street/Woodland Street/Wyman Street
A total of 16 crashes were identified for this segment of Main Street from 2009 to 2012. Of
those crashes, 2 resulted in an injury, with no fatal injuries. The most common manner of
collision was the rear-end type, which comprised 44% of the identified crashes. The second
most common manner of collision was the angle type crash, which comprised 38% of the
identified crashes. Notably, 31% of the identified crashes occurred on a Friday. None of the
identified crashes involved a pedestrian. The majority of crashes (63%) occurred during daylight
hours.
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Road Safety Audit— Main Street, Worcester, Massachusetts
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Audit Observations
Audit Team members were solicited for their observations during the Pre-Audit and Post-Audit
meetings and during the Audit field walk. The Audit team members offered the following
observations on roadway and intersection issues as they relate to safety.
Pavement Markings and Signs
• Within and abutting the study area, pavement markings are worn, making the location of the
double yellow center line unclear and consequently, potentially more difficult for vehicles to
stay within the travel lane. It was also difficult to see breaks in the double yellow centerline,
which indicates that there is a side street present. Crosswalk markings were also faded,
which make them difficult to see. Although no crashes appeared to be specifically caused by
worn pavement markings, worn pavement markings can be a safety issue as pavement
marking provide visual cues to drivers so that drivers can make appropriate driving
decisions;
• Within and abutting the study area, speed limit signs were not observed, which indicates that
the statutory speed limit of 30 mph governs. Speed limit signs may have the effect of
encouraging drivers to drive at or closer to the posted speed. A review of the crash data does
not indicate that speeds in excess of the statutory speed limit was the predominant cause of
any of the crashes. However, lower travel speeds generally result in less severe crashes;
• Pedestrian crossing warning signs were not observed at or in advance of the three mid-block
crosswalks across Main Street, located both north and south of Gates Street and at
Hawthorne Street. These signs warn drivers of at and in advance of locations at which
pedestrians may be entering the roadway. Without them, the crosswalks and crossing
pedestrians are less conspicuous. The lack of conspicuity of the crosswalks could have been
a contributing factor in some of the crashes at the mid-block pedestrian crossing of Main
Street (located between Gates Street and Grand Street), as drivers may not have expected
crossing pedestrians (and may have stopped suddenly), where in at least three of the crashes,
drivers reported being rear-ended by another vehicle because they had stopped to allow a
pedestrian to cross Main Street;
• Parking areas are not well defined – the parking areas lacked signs that delineated the
beginning and end of parking restrictions and lacked pavement markings to delineate the
width of the parking lane. The lack of pavement markings delineating the parking lane from
the travel lane may result in vehicles to travel too close to the parking lane, or where there is
no parking lane, travel in the shoulder, which could result in crashes with other vehicles or
bicyclists. Although no crashes appeared to be caused by poorly defined parking areas, this
can be a safety issue;
• At the mid-block crosswalk across Main Street, between Gates Street and Grand Street, on
the southbound side of Main Street there is a reserved parking sign mounted just north of the
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Road Safety Audit— Main Street, Worcester, Massachusetts
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crosswalk, effectively allowing parking right up to the crosswalk. This is inconsistent with
the Uniform Vehicle Code and the City of Worcester’s parking regulations, which prohibit
parking within 20 feet of a crosswalk. Parked vehicles near a crosswalk can limit the
visibility of pedestrians using the crosswalk. Pedestrians and drivers may not be able to see
one another. The lack of visibility of the pedestrian could have been a contributing factor in
some of the crashes at the mid-block pedestrian crossing of Main Street (located between
Gates Street and Grand Street), as drivers may not have expected crossing pedestrians, where
in at least three of the crashes, drivers reported being rear-ended by another vehicle because
they had stopped to allow a pedestrian to cross Main Street. Additionally, vehicles parked
too close to a downstream crosswalk will have to merge into the travel lane while over the
crosswalk when exiting the parking space, which is undesirable, as the driver’s attention may
be focused on merging into traffic, rather than on the crosswalk. Notwithstanding that there
were no crashes of this type in the crash history, this can be a safety issue;
• At the crosswalk across Main Street (across the north leg of the intersection), at the
intersection of Main Street and Woodland Street, on the northbound side of Main Street there
is a “No Parking Anytime” sign mounted just north of the crosswalk, giving the impression
that parking is permitted right up to the crosswalk. This is inconsistent with the Uniform
Vehicle Code and the City of Worcester’s parking regulations, and as previously noted,
visibility of pedestrians may be limited. Additionally, vehicles parked too close to an
upstream crosswalk may have to reverse into the crosswalk to exit the parking space, which
is undesirable, as a crossing pedestrian may be present in the crosswalk during this
maneuver. Notwithstanding that there were no crashes of these types at this location in the
crash history, these can be safety issues;
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Road Safety Audit— Main Street, Worcester, Massachusetts
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A vehicle parked close to the crosswalk at Woodland Street
• Generally, a lack of signs delineating parking areas contributes to vehicles parking too close
to crosswalks and can be a safety issue, as described above;
• Some of the existing traffic signs are showing signs of wear due to age, have lost their retroreflectivity and are also faded, making them difficult to read, especially during the dark hours
or during inclement weather. There were no crashes in the crash history that could be
directly attributed to aging or faded traffic signs, but nonetheless, this can be a safety issue;
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Road Safety Audit— Main Street, Worcester, Massachusetts
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Traffic Signals – Equipment, Timing & Operations
• At the signalized intersection of Main Street at Maywood Street/Crystal Street and at the
signalized intersection of Main Street/Woodland Street, all of the signal heads lack
backplates. Backplates have the effect of enhancing the visibility of a signal to road users,
since it provides a dark contrasting background to a signal head. The visibility of the signal
indication could have been a contributing factor in the crashes caused by vehicles entering
the intersection on a red signal at the intersection of Main Street at Maywood Street/Crystal
Street. The majority of these types of crashes occurred during the daylight hours, where
backplates are more effective in providing a contrasting background for the signal
indications.
• At the signalized intersection of Main Street at Maywood Street/Crystal Street and at the
signalized intersection of Main Street/Woodland Street, some of the traffic signal lenses at
the intersection appear to be 8” diameter lenses which are smaller than the commonly used
12” diameter lenses that are typically found in new traffic signal installations in
Massachusetts. The smaller 8” diameter lenses may not be as visible as the larger 12”
diameter lenses, which may have been a contributing factor to drivers not complying with the
right-of-way assigned by the traffic signal at the intersection of Main Street at Maywood
Street/Crystal Street. There were several crashes at the intersection that were caused by
vehicles entering the intersection on a red signal.
Traffic signal head with 8” diameter lenses and no visors
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Road Safety Audit— Main Street, Worcester, Massachusetts
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• At the signalized intersection of Main Street at Maywood Street/Crystal Street and at the
signalized intersection of Main Street/Woodland Street the traffic signals are all pedestal post
mounted and not mounted overhead on mast arms. Overhead mast arm mounted signals are
more visible to road users as, generally, traffic signals mounted over the roadway are more
closely aligned to the driver’s line of sight. This lack of visibility may have been a
contributing factor to drivers not complying with the right-of-way assigned by the traffic
signal, as a result, may have been a contributing factor in crashes at the intersection of Main
Street at Maywood Street/Crystal Street that were caused by vehicles entering the
intersection on a red signal, of which there were several. The lack of visibility of the traffic
signal may also have contributed to the rear-end type crashes that occurred at the
intersection, primarily on Main Street. For nearly all of these types of crashes, the police
reports do not indicate if the vehicles were rear-ended while stopping suddenly, or if the
vehicles were rear-ended due to driver inattention (driver did not notice that a vehicle ahead
was stopped or did not notice that there was a traffic signal);
• At the signalized intersection of Main Street at Maywood Street/Crystal Street there are two
signal heads in which signal visors are not provided around all signal lenses. One of the
heads face the Crystal Street intersection approach and the other head faces the Main Street
southbound intersection approach. Signal visors block out other light sources (most
commonly sunlight) from the surface of the signal lens such that the signal indication can be
more clearly seen. At the signal lenses without visors, it was more difficult to see if the
indication was on or off when sunlight was present. The lack of visibility of signal heads
could have been a contributing factor in the crashes caused by vehicles entering the
intersection on a red signal at the intersection of Main Street at Maywood Street/Crystal
Street. The majority of these types of crashes occurred as a result of vehicles on the
southbound Main Street approach entering the intersection on a red signal;
• At the signalized intersection of Main Street at Maywood Street/Crystal Street, a traffic
signal head appeared to be rotated such that it was pointed towards University Park, rather
than towards the roadway, making the indication less visible to road users. This lack of
visibility may contribute to drivers not complying with the right-of-way assigned by the
traffic signal. Although no crashes appeared to be specifically caused by this issue, it can be
a safety issue;
• At the signalized intersection of Main Street at Maywood Street/Crystal Street, pedestrians
were observed to be crossing the roadway while the pedestrian signal was displaying a do
not walk signal. This may lead to pedestrian-vehicle crashes, as the pedestrians may not be
expected to be in the roadway when the right-of-way has not been assigned to them. The
crash history at the intersection includes four crashes involving pedestrians. The police
reports indicate that pedestrians were struck while in crosswalks. The reports do not indicate
who had the right-of-way (assigned by the traffic signal), so it was not clear if the pedestrian
had the right-of-way and was struck by a vehicle or if the vehicle had the right-of-way. It is
possible that pedestrians may have been in the crosswalk while the pedestrian signal was
displaying a do not walk signal and were not expected by the motor vehicle operator. Note
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Road Safety Audit— Main Street, Worcester, Massachusetts
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that the traffic signal includes an exclusive pedestrian phase that allows for pedestrians to
cross all crosswalks, while all vehicle traffic is stopped on all approaches;
• At the intersection of Main Street at Maywood Street/Crystal Street, the reports indicate that
some of the crashes are caused by vehicles are entering the intersection on a red signal
resulting in crashes with a vehicle who was assigned the right of way by the traffic signal. It
is not clear from the reports if these vehicles are late clearing the intersection after the traffic
signal changes (an indication that the clearance interval is inadequate) or if these vehicles are
intentionally or unintentionally (an indication that drivers are not seeing the signal) entering
the intersection on a red signal. These types of crashes resulted in a high number of angle
crashes and some head-on crashes;
• At the signalized intersection of Main Street at Maywood Street/Crystal Street, the clearance
intervals at the intersection should be re-evaluated to ensure that the clearance intervals
comply with accepted practices, as the crash history at the intersection suggests that vehicles
may not be clearing the intersection before conflicting traffic is assigned the right-of-way.
Yellow clearance intervals that are too short may not provide enough time for vehicles to
stop before entering the intersection. Red clearance intervals that are too short may not
provide vehicles enough time to clear the intersection before conflicting traffic is assigned
the right-of-way. The crash history at this intersection included several crashes that involved
vehicles entering the intersection when the signal indication was red. It is possible that
inadequate clearance intervals could result in vehicles entering the intersection on a red
signal, as inadequate red or yellow clearance intervals could lead to vehicles being in an
intersection as conflicting traffic is given the right-of-way by the traffic signal;
• At the intersection of Main Street at Maywood Street/Crystal Street, an evaluation of the
police reports indicate that, relative to the small number of turning vehicles, there was a
relatively high number of crashes involving vehicles making the southbound left-turn from
Main Street to Crystal Street (6 crashes). In two of the six crashes, while a northbound left
turning vehicle on Main Street was stopped at the intersection waiting for a gap in opposing
traffic to complete the left turn, a crash occurred between a northbound Main Street through
vehicle and a southbound left turning vehicle. The northbound through vehicle would drive
around the stopped left turning vehicle to proceed through the intersection. In all of these
crashes, it appears that the southbound left turning vehicle failed to yield to the northbound
through vehicle.
During the Audit field walk, it was observed that, for southbound left-turning vehicles, there
were limited gaps in northbound traffic in which the left turn could be made. This could be a
contributing factor to these crashes, as drivers who are waiting for an extended period will
accept a smaller gap in traffic in which to make their turning maneuver, which could result in
crashes.
Southbound left-turning vehicles were also observed to make the left turn movement during
the period in which the signal was in yellow and all red signal clearance intervals for Main
Street. This could be a result of waiting for a gap in northbound traffic, which may be
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Road Safety Audit— Main Street, Worcester, Massachusetts
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created when northbound through vehicles begin to slow or stop as drivers react to the yellow
and all red signal clearance interval;
• At the signalized intersection of Main Street at Maywood Street/Crystal Street, as previously
noted, Main Street northbound through traffic would drive around the stopped left turning
vehicles to proceed through the intersection, creating a situation where there are two vehicles
travelling adjacent to one another in a single lane approach. In one instance, an RSA Team
member observed two vehicles on the northbound intersection approach, adjacent to one
another, both travelling to the far side of the intersection approach, which only has one
departure lane. The vehicles were observed to “race” to the far side of the intersection and
merge. This scenario could result in crashes, as there is only a single departure lane and
single approach lane, and a merge with another vehicle would not be anticipated by drivers.
Note that there were no crashes of this type in the crash history;
• At the signalized intersection of Main Street at Maywood Street/Crystal Street, while
northbound left turning vehicles on Main Street were stopped at the intersection waiting for a
gap in opposing traffic to complete the left turn, northbound Main Street through traffic
would drive around the stopped left turning vehicles to proceed through the intersection. As
there are no shoulder markings on the northbound approach, it is not clear if the entire width
of this intersection approach was intended to provide a bypass for left turning vehicles, or to
provide for parking or for a shoulder. This lack of clear markings could lead to potential
conflicts between vehicles and bicyclists. The crash history includes two separate crashes
that occurred between a vehicle turning right from Main Street onto Crystal Street and
another vehicle to its right, which indicates that vehicles are lining up side-by-side on the
single lane approach. The lack of pavement markings on the approach (indicating clearly
that it is a one-lane approach, if that is the intent) could have been a contributing factor in
these crashes;
• At the STOP-controlled intersection of Main Street at Beaver Street, vehicles turning left
from Beaver Street onto Main Street can be blocked by vehicle queuing from the northbound
approach to the Main Street at Maywood Street/Crystal Street signalized intersection, making
it difficult to exit Beaver Street when this occurs. These delays, combined with sight
distance limitations for exiting vehicles looking to the right (described in greater detail in
elsewhere in this report) could lead to driver frustration, which in turn could result in drivers
taking greater risks in entering Main Street traffic, increasing the probability of crashes;
• At the signalized intersection of Main Street at Woodland Street there is one signal head in
which signal visors are not provided around all signal lenses, facing the Woodland Street
intersection approach. There were no crashes in the crash history that could be directly
attributed to this issue, but nonetheless, this can be a safety issue, as visors generally enhance
the visibility of the traffic signal indications;
• At the signalized intersection of Main Street at Woodland Street, pedestrian signals were not
provided for pedestrians crossing the Woodland Street leg of the intersection, which was
observed to cause confusion for pedestrians crossing the leg, as it was not clear when
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Road Safety Audit— Main Street, Worcester, Massachusetts
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pedestrians are assigned the right of way to cross the Woodland Street leg - either during the
same phase as the Main Street pedestrian crossing phase, which is an exclusive pedestrian
phase or crossing concurrent with Main Street through traffic. This can be a safety issue,
although there were no pedestrian crashes in the crash history that occurred at this crosswalk;
• The existing traffic signal equipment appears to have been in place for decades and consideration
should be given to replacing all the equipment, as there is greater risk of component failure.
Although there were no crashes in the crash history that could be directly attributed to component
failure, this can be a safety issue.
Lighting
• Throughout the corridor, the tree canopies are such that they may block overhead street
lighting from illuminating the roadway and sidewalks, which may result in reduced visibility
for pedestrians, bicyclists and drivers. There were no crashes in the crash history that could
be directly attributed to this issue, but nonetheless, reduced visibility can be a safety issue;
• The corridor lacks pedestrian scale lighting, which would provide additional illumination for
pedestrians using sidewalks and bus stops. As a result of the lack of pedestrian scale
lighting, pedestrians may be less visible to vehicles. There were no crashes in the crash
history that could be directly attributed to this issue, but nonetheless, this can be a safety
issue;
• At the mid-block crossings of Main Street in the vicinity of Gates Street, street lighting levels
should be evaluated to ensure that the crossings are suitably illuminated in dark conditions.
There were no crashes in the crash history that could be directly attributed to this issue, but
nonetheless, this can be a safety issue.
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Road Safety Audit— Main Street, Worcester, Massachusetts
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Obstructions
• In general, legally parked vehicles along Main Street near its intersection with side streets
pose a sight obstruction for vehicles entering Main Street. The distance along Main Street
that drivers exiting the side street (on to Main Street) can see is limited by these parked
vehicles. The following side streets approaches to Main Street are affected:
o Beaver Street (looking to the right)
o Grand Street (looking to the right)
o Woodland Street (looking to the left during turn on red signal)
o Wyman Street (looking to the left and to the right)
o Hawthorne Street (looking to the left)
Of these side streets, the crash history includes one crash between a vehicle exiting a side
street and a vehicle travelling on Main Street (at Wyman Street). Parked vehicles were not
specifically referenced in the crash report, but nonetheless, this can be a safety issue.
Parked vehicles obstruct the view of vehicles exiting Beaver Street
• Generally, vehicles exiting from side streets must pull their vehicles up to the edge of the
parking lane or beyond, into the intersection to be able to see oncoming traffic on Main
Street. The inability to see oncoming traffic on Main Street could result in an increase in the
probability of crashes, as exiting vehicles need adequate visibility in order to be able to judge
whether or not there is an appropriate gap in traffic before entering Main Street. Vehicles
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Road Safety Audit— Main Street, Worcester, Massachusetts
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may also have to occupy crosswalks as a result of pulling up to the edge of the parking lane,
which may cause pedestrians to cross outside the crosswalk, which could increase the
probability of vehicle/pedestrian crashes. As noted earlier, the crash history only included
one crash between a vehicle exiting a side street and a vehicle travelling on Main Street;
• At the intersection of Main Street and Beaver Street, sightlines for vehicles exiting Beaver
Street are obstructed by the presence of a wrought iron fence (looking to the left). Vehicles
must pull forward (over the crosswalk) to be able to see traffic on Main Street. The inability
to see oncoming traffic on Main Street could result in an increase in the probability of
crashes, as exiting vehicles need adequate visibility in order to be able to judge whether or
not there is an appropriate gap in traffic before entering Main Street. Vehicles may also have
to occupy crosswalks as a result of pulling up to the edge of the parking lane, which may
cause pedestrians to cross outside the crosswalk, which could increase the probability of
vehicle/pedestrian crashes.
• At the intersection of Main Street and Maywood Street, sightlines for vehicles exiting
Maywood Street are obstructed by the presence of a stone pillar/wrought iron fence assembly
(looking to the left). During right turn on red signal movements from Maywood Street
(which are permitted), vehicles must pull forward (over the crosswalk) to be able to see
traffic on Main Street. While the crash history does not include any crashes of this type on
this intersection approach, the inability to see oncoming traffic on Main Street could increase
the probability of crashes with other vehicles and with pedestrians, as described previously.
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Road Safety Audit— Main Street, Worcester, Massachusetts
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Pavement & Geometry
Poor pavement conditions on Main Street at Maywood Street
• Pavement condition shows some occasional cracking, potholes and multiple utility patches
on Main Street, all creating irregular surface conditions for travel for all users. While this
could have been a contributing factor to some crashes, no crashes in the crash history could
be directly attributed to this issue.
Pedestrian, Bicycle Facilities & Transit
• At multiple locations, the sidewalk surface was uneven, due to settlement of some of the
sidewalk panels. The uneven sidewalk could make travel for wheelchairs more difficult and
potentially discourage sidewalk use, which can be a safety issue. There were no crashes in
the crash history that involved pedestrians that appeared can be attributed to this issue;
• It was noted that there is a lack of consistency in the roadway and pedestrian amenities
provided along the entire length of the Main Street corridor both inside and outside of the
Audit area. In particular, lane widths, pedestrian crossing treatments and signs are not
consistent within the corridor. An example cited was that there are enhanced pedestrian
warning signs further south (outside the Audit area) on Main Street, but no signs within the
Audit area. The lack of consistency of the warning devices at crosswalks could have been a
contributing factor in some of the crashes at the mid-block pedestrian crossing of Main Street
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Road Safety Audit— Main Street, Worcester, Massachusetts
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(located between Gates Street and Grand Street), as drivers may not have expected crossing
pedestrians at this crossing, since this crossing appears differently than some others outside
the Audit area, where the pedestrian crossing warnings are present and prominent. At this
location, there were at least three crashes where drivers reported being rear-ended by another
vehicle because they had stopped to allow a pedestrian to cross Main Street;
• Wheelchair ramps were observed at each end of each crosswalk. However, many ramps did
not appear to be compliant with current accessibility standards (including standards for
detectable warning panels, grades, level landings). In general, substandard wheelchair ramps
make it more difficult for pedestrians to easily and safely transition between the roadway and
the sidewalk and can be a safety issue. However, there were no crashes in the crash history
that could be directly attributed to wheelchair ramp compliance;
• Bicycles were observed to ride on the sidewalk, which may be an indication that bicyclists do
not feel safe riding in the street. RSA Team members also noted that the lack of bicycle
lanes on Main Street makes bicycle travel on Main Street uncomfortable, as there is a wide
travel lane and no defined area on the roadway for bicyclists to travel within. There was also
a perception that vehicles on Main Street are travelling at a rate of speed that is too fast for
bicycles, partially attributable to the wide travel lanes. Although there were no crashes in the
crash history involving bicycles, this can be a safety issue;
• Pedestrians were observed to be crossing Main Street at Grand Street without using a marked
crosswalk. According to the Clark University Police Chief, crossings at this location are
frequent, due to the presence of off-campus student housing along Grand Street. Although
there were no pedestrian-vehicle crashes at this location noted in the crash history, this can be
a safety issue, as a pedestrian crossing at an unmarked location may not be expected by a
driver;
• A pedestrian was observed to be crossing Main Street at Hawthorne Street without using the
marked crosswalk, crossing approximately 20 feet away from the crosswalk. This type of
behavior could result in pedestrian-vehicle crashes or rear-end crashes between vehicles (due
to unexpected stopping), as pedestrians may not be expected to be in the roadway when
outside of the crosswalk, although there were no pedestrian-vehicle crashes at this location
noted in the crash history;
• A total of six bus stops (three inbound and three outbound) were observed within the Audit
area. All bus stops are designated with bus stop signs and indicate which routes they serve.
Because of the number of bus stops in the Project area, pedestrian activity is higher with bus
passengers crossing Main Street to board buses in each direction;
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Road Safety Audit— Main Street, Worcester, Massachusetts
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• A WRTA bus was observed to stop in the travel lane to discharge and board passengers at a
bus stop due to parked cars that had encroached on the bus stop area. As a result, vehicles
were forced to stop behind the bus. Buses stopping in the travel lane and delaying other
vehicles may lead to an increase driver frustration and may increase the likelihood that a
driver would attempt to pass the stopped bus, using the lane for the opposite direction of
travel, which would lead to an increased likelihood for crashes. Although no crashes of this
type were noted in the data, it is a safety issue. This is observation also relates back to onstreet parking areas not being well defined (as described in greater detail in the Pavement
Markings & Signs section);
• Pedestrian traffic volumes should be collected throughout the study area to inform the
assessment of potential pedestrian safety enhancements.
Overall
• An RSA Team member noted that travel speeds on Main Street are too high for this area,
with the presence of the Clark University campus on both sides of the roadway (campus
setting) and associated pedestrian activity, as higher travel speeds could result in increased
frequency and/or severity of crashes. A review of the crash data provides no indication that
speeds in excess of the statutory speed limit was the predominant cause of any of the crashes.
However, lower speeds generally result in less severe crashes;
• It was noted that there are significant retail and residential uses on both sides of Main Street
throughout the study area, as well as to the north and south. Additionally, RSA Team
members from Clark University described the University’s proposed redevelopment of
properties on the east side of Main Street (across from the main campus gate). The sites will
be redeveloped into Clark University’s Alumni and Student Engagement Center.
Additionally, Clark University is also expected to construct an athletic field on nearby
Tainter Street, adjacent to the Boys and Girls Club. With the existing uses along the
corridor and the proposed Clark University facilities, it was noted that there would likely be
an increase pedestrian and bicycle activity along and across Main Street. In particular, it was
noted that significant pedestrian activity is expected between the Alumni and Student
Engagement Center on the east side of Main Street and the main campus on the west side of
Main Street;
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Road Safety Audit— Main Street, Worcester, Massachusetts
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Potential Safety Enhancements
The Audit team members offered potential safety enhancements that could be implemented to
mitigate the safety related observations that were noted in the previous section of this report.
Audit team members were encouraged to develop short, medium and long term safety
enhancements.
Pavement Markings and Signs
• As the pavement markings are worn, consider re-applying the pavement markings along
the corridor, so that they will be more visible to users. Although no crashes appeared to
be specifically caused by worn pavement markings, worn pavement markings can be a
safety issue since markings provide guidance and visual cues to drivers;
• Since speed limit signs were not observed throughout the corridor, consider posting speed
limit signs to encourage drivers to drive at or closer to the posted speed, as lower speeds
generally result in less severe crashes. Since there is currently no speed regulation for the
segment of Main Street under evaluation, a formal speed zone study would have to be
conducted to establish the posted speed. A formal speed zone study would evaluate and
establish the speed limit based on the prevailing travel speed. Note that the statutory
speed limit of 30 mph currently governs this segment of Main Street. A review of the
crash data does not indicate that speeds in excess of the statutory speed limit was the
predominant cause of any of the crashes;
• Consider mounting pedestrian crossing warning signs at and in advance of the mid-block
crosswalks across Main Street, at crossings located both north and south of Gates Street
and at Hawthorne Street, to warn drivers that pedestrians may be entering the roadway
and to provide additional conspicuity for crossing pedestrians. There are currently no
warning signs at or in advance of the crossings. The additional conspicuity of the
crosswalk and pedestrians provided by the addition of pedestrian crossing warning signs
may also reduce the number of rear-end type crashes that have been occurring near these
crosswalks. According to the crash reports, drivers reported being rear-ended by another
vehicle because they had stopped to allow a pedestrian to cross Main Street;
• At the mid-block crosswalk across Main Street between Gates Street and Grand Street,
consider additional measures at the crossing to increase the likelihood that drivers will
yield to pedestrians in the crossing, such as such as rapid rectangular flashing beacons
(RRFB) to supplement pedestrian crossing warning signs, to increase the conspicuity of
the crossing and potentially result in fewer rear-end type crashes (as previously noted);
• At the mid-block crosswalk across Main Street between Gates Street and Grand Street,
consider the installation of a Pedestrian Hybrid Beacon (commonly referred to as a
HAWK signal) which stops vehicles while pedestrians cross in the crosswalk. Typical
Pedestrian Hybrid Beacon signal installations include traffic signal indications mounted
over the roadway and pedestrian push buttons and pedestrian signals. Pedestrian Hybrid
Beacon signal installations share the characteristics of a full STOP sign and mid-block
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Road Safety Audit— Main Street, Worcester, Massachusetts
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pedestrian traffic signal. Vehicles must stop while the pedestrian is shown a walk
indication. Vehicles are permitted to travel over the crosswalk during the pedestrian
clearance interval phase, provided that the vehicles yield to pedestrians in the crosswalk.
This measure would increase the conspicuity of the crossing and potentially result in
fewer rear-end type crashes (as previously noted);
• Consider mounting parking regulation signs at the beginning, middle and end of parking
areas to better define the parking areas so that drivers are aware that travel adjacent to the
curb is not intended and so that drivers do not form two lanes on Main Street. Although
no crashes appeared to be caused by poorly defined parking areas, this can be a safety
issue;
• Consider applying pavement markings to better delineate the width of the parking lane.
Although no crashes appeared to be caused by poorly defined parking areas, this can be a
safety issue. Pavement markings delineating the parking lane from the travel lane will
encourage drivers to stay in the single travel lane on Main Street, away from the parking
lane or shoulder and discourages the formation of two travel lanes, which could reduce
the likelihood of crashes with other vehicles or bicyclists;
• Remove and relocate the reserved parking sign mounted just north of the crosswalk at the
mid-block crosswalk across Main Street, between Gates Street and Grand Street, on the
southbound side of Main Street, which currently allows parking directly adjacent to the
crosswalk. The sign should be relocated such that a minimum of 20 feet is provided
between the parking space and the crosswalk. The 20 foot spacing between parked
vehicles and the crosswalk will increase the visibility of pedestrians using the crosswalk
and will allow pedestrians and drivers to better see one another. This measure would also
increase the conspicuity of the crossing and potentially result in fewer rear-end type
crashes (as previously noted). The relocation of this sign will also eliminate the need for
a vehicle exiting the parking space to merge into the travel lane while over the crosswalk
and may better focus the driver’s attention to the crosswalk, rather than having to pay
attention to merging and the crosswalk simultaneously;
• Remove and relocate the “No Parking Anytime” sign mounted just north of the crosswalk
at the crosswalk across Main Street (across the north leg of the intersection), at the
intersection of Main Street and Woodland Street, on the northbound side of Main Street,
which currently gives the impression that parking directly adjacent to the crosswalk is
permitted. The sign should be relocated such that a minimum of 20 feet is provided
between the parking space and the crosswalk. The 20 foot spacing between parked
vehicles and the crosswalk will increase the visibility of pedestrians using the crosswalk
and will allow pedestrians and drivers to better see one another. This measure would
also increase the conspicuity of the crossing and potentially result in fewer rear-end type
crashes (as previously noted). The relocation of this sign will also eliminate the need for
a vehicle exiting the parking space to reverse over the crosswalk to exit the space, which
could potentially lead to pedestrian-vehicle conflicts, as drivers generally have limited
visibility while reversing;
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Road Safety Audit— Main Street, Worcester, Massachusetts
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• Generally, consider installing parking regulation signs that prohibit parking near
crosswalks to reinforce the City’s parking regulations that prohibit parking within 20 feet
of crosswalks. As previously stated the 20 foot spacing between parked vehicles and the
crosswalk will increase the visibility of pedestrians using the crosswalk and will allow
pedestrians and drivers to better see one another. This measure would also increase the
conspicuity of the crossing and potentially result in fewer rear-end type crashes (as
previously noted). The 20 foot spacing also eliminates the need for drivers exiting and
entering spaces to perform these maneuvers while over the crosswalk, which could lead
to pedestrian-vehicle conflicts;
• Consider replacing existing worn/faded traffic and guide signs with new traffic and guide
signs. There were no crashes in the crash history that could be directly attributed to aging
traffic signs. However, this will bring signs up to current MUTCD standards for design
and retro-reflectivity and make the signs more visible at night and during periods of low
visibility.
Traffic Signals – Equipment, Timing & Operations
• At the signalized intersection of Main Street at Maywood Street/Crystal Street and at the
signalized intersection of Main Street/Woodland Street, consider adding backplates to all
traffic signal heads to enhance the visibility of the signal heads by providing a dark
contrasting background to a signal head. Enhancing the visibility of the signal heads
could result in fewer vehicles entering the intersection on a red signal, which has
historically resulted in angle and head-on crashes;
• At the signalized intersection of Main Street at Maywood Street/Crystal Street and at the
signalized intersection of Main Street/Woodland Street, consider replacing the 8”
diameter signal lenses at each intersection with 12” diameter lenses. The larger 12”
diameter lenses are expected to provide increased visibility of the traffic signal indication
which may increase the likelihood that drivers can see and comply with the right-of-way
assigned by the traffic signal. Increasing the visibility of the signal indication could
result in fewer vehicles entering the intersection on a red signal, which has historically
resulted in angle and head-on crashes;
• At the signalized intersection of Main Street at Maywood Street/Crystal Street and at the
signalized intersection of Main Street/Woodland Street, consider reconstructing the signal
systems at each intersection to provide overhead mast arm mounted traffic signals, as
currently all traffic signals are pedestal post mounted. Overhead mast arm mounted
signals are generally more visible to road users as overhead signals are more closely
aligned to the driver’s line of sight and, as a result, may increase the likelihood that
drivers can see and comply with the right-of-way assigned by the traffic signal.
Increasing the visibility of the signal indication could result in fewer vehicles entering the
intersection on a red signal, which has historically resulted in angle and head-on crashes.
Increasing the visibility of the signal installation may also result in fewer rear-end type
crashes, as the traffic signal installation will be more prominent from a greater distance;
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Road Safety Audit— Main Street, Worcester, Massachusetts
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• At the signalized intersection of Main Street at Maywood Street/Crystal Street, consider
providing signal visors on the signal heads that face the Crystal Street intersection
approach (northwest corner) and consider providing signal visors on the signal head that
faces the Main Street southbound intersection approach (southeast corner). Signal visors
block out other light sources (most commonly sunlight) from the surface of the signal
lens and increase the likelihood that the signal indication can be more clearly seen.
Increasing the visibility of the signal indication could result in fewer vehicles entering the
intersection on a red signal, which has historically resulted in angle and head-on crashes;
• At the signalized intersection of Main Street at Maywood Street/Crystal Street, rotate the
traffic signal head that was pointed towards University Park, towards the roadway,
making the indication more visible to road users. Although no crashes appeared to be
specifically caused by this issue, this measure may increase the likelihood that drivers can
see and comply with the right-of-way assigned by the traffic signal, resulting in fewer
vehicle entering the intersection on a red signal (and fewer resulting angle and head-on
type crashes);
• In order to reduce the likelihood of pedestrians crossing the roadway while the pedestrian
signal was displaying a do not walk signal, consider increasing enforcement of traffic
regulations at the intersection of Main Street at Maywood Street/Crystal Street by the
Police Department to act as a deterrent to crossing on a do not walk signal. Reducing the
likelihood of pedestrians crossing the roadway while the pedestrian signal was displaying
a do not walk signal could result in fewer crashes involving pedestrians;
• In order to reduce the likelihood of pedestrians crossing the roadway while the pedestrian
signal was displaying a do not walk signal at the intersection of Main Street at Maywood
Street/Crystal Street, consider evaluating the optimization of traffic signal timing in an
effort to reduce the amount of time a pedestrian waits for a walk signal so that there will
be less incentive to cross on a do not walk signal and as a result, may decrease the
likelihood of crashes involving pedestrians;
• In order to reduce the likelihood of vehicles entering the intersection on a red signal at the
intersection of Main Street at Maywood Street/Crystal Street and potentially resulting in
crashes, consider increasing enforcement of traffic regulations at the intersection by the
Police Department to act as a deterrent to vehicles entering the intersection on a red
signal. Increased enforcement by the Police Department could result in fewer vehicles
entering the intersection on a red signal, which has historically resulted in angle and
head-on crashes;
• At the signalized intersection of Main Street at Maywood Street/Crystal Street, consider
re-evaluating the clearance intervals at the intersection to ensure that the clearance
intervals comply with accepted practices. Proper clearance intervals may result in fewer
vehicles entering the intersection on a red signal, which has historically resulted in angle
and head-on crashes;
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Road Safety Audit— Main Street, Worcester, Massachusetts
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• In order to reduce the likelihood of crashes between Main Street southbound left-turning
vehicles and Main Street northbound through vehicles that have been occurring at the
intersection of Main Street at Maywood Street/Crystal Street, consider evaluating
providing a protected southbound left-turn phase that would allow for southbound left
turning vehicles to proceed without any other conflicting movements occurring at the
same time. This measure is expected to reduce the number of crashes between
southbound left-turning vehicles and northbound through vehicles;
• Consider evaluating providing dedicated left-turn lanes on Main Street at the intersection
of Main Street at Maywood Street/Crystal Street. This measure may allow drivers to see
which lanes (left turn, shared through-right) are being occupied by opposing traffic,
providing better information for drivers of left-turning vehicles to make decisions on
whether or not to execute the turning movement and may result in the reduced likelihood
of crashes between left turning and through vehicles on Main Street. This measure would
also reduce the likelihood of two vehicles travelling adjacent to one another in a single
lane approach and “racing” to the far side of the intersection to merge and potentially
result in a crash. This measure would also likely reduce crashes that have occurred
between a vehicle turning right from Main Street onto Crystal Street and another vehicle
to its right, which indicates that vehicles are lining up side-by-side on the single lane
approach;
• Consider evaluating the pavement markings on the northbound approach to the signalized
intersection of Main Street at Maywood Street/Crystal Street. Specifically, evaluate if the
approach should be marked as a wide lane and narrow shoulder or, marked as a standard
width lane with a wide shoulder. Marking the approach as a wide lane and narrow
shoulder (as is the existing condition) could result in through vehicles bypassing stopped
left-turning vehicles. Re-marking the approach as a standard width lane with a wide
shoulder could discourage drivers from bypassing stopped left-turning vehicles, as some
drivers may be unwilling to pass using the shoulder. Either option will provide better
guidance for all road users, as there are no longitudinal markings (apart from the yellow
center lines) on the approach;
• As queuing on the northbound approach to the intersection of Main Street at Maywood
Street/Crystal Street, consider evaluating traffic signal timing at the intersection to
minimize queuing on the northbound approach to the intersection (due to left turning
vehicles), as the queue on this approach is long enough to occasionally make it difficult
for vehicles to exit Beaver Street. Reducing the queue is expected to make it easier for
vehicles to exit Beaver Street and potentially result in a lower probability of crashes with
vehicles on Main Street;
• At the signalized intersection of Main Street at Woodland Street, consider providing
signal visors on the signal heads that face the Woodland Street intersection approach
(northeast corner). While there were no crashes in the crash history that could be directly
attributed to this issue, signal visors block out other light sources (most commonly
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Road Safety Audit— Main Street, Worcester, Massachusetts
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sunlight) from the surface of the signal lens and increase the likelihood that the signal
indication can be more clearly seen;
• At the signalized intersection of Main Street at Woodland Street, consider the installation
of pedestrian signal heads for the crosswalk on the west leg of the intersection so that the
assignment of the right of way by the traffic signal to the pedestrian is clear and
eliminates the potential for confusion by pedestrians regarding when pedestrians are
permitted to cross this leg. This leg of the intersection currently does not have a
corresponding pair of pedestrian signal heads. Although there were no pedestrian crashes
in the crash history that occurred at this crosswalk, this measure is expected to reduce the
likelihood of crashes involving pedestrians at this crosswalk;
• The existing traffic signal equipment at the Maywood Street/Crystal Street and Woodland
Street intersections with Main Street appears to have been in place for decades and, even
though there were no crashes in the crash history that could be directly attributed to
component failure, consideration should be given to replacing all the equipment, it would
reduce the risk of component failure.
Lighting
• Consider providing pedestrian scale lighting, as the tree canopies are such that they may
block overhead street lighting from illuminating the roadway and sidewalks, even though
there were no crashes in the crash history that could be directly attributed to this issue.
Pedestrian scale lighting may result in increased visibility of pedestrians, bicyclists and
drivers, which is expected to result in fewer crashes where visibility is an issue;
• Consider evaluating street lighting levels at the mid-block crossings of Main Street in the
vicinity of Gates Street to ensure that the crossings are suitably illuminated in dark
conditions so that crossing pedestrians can be seen by drivers. By making the crosswalk
more visible, this measure may eliminate some of the rear-end type crashes that have
been occurring due to vehicles stopping for crossing pedestrians.
Obstructions
• At all side streets, consider re-evaluating parking restrictions in relation to sight lines for
vehicles exiting side streets on to Main Street. Parked vehicles were not specifically
referenced in crash reports. However, increased sight distance for vehicles exiting the
side streets may reduce the likelihood of intersection crashes, as drivers will have greater
visibility to determine whether or not to enter into the intersection. The additional
visibility will also give drivers on Main Street greater opportunities to see a vehicle
exiting from the side street and slow/or stop to avoid a crash;
• At the intersection of Main Street and Beaver Street, consider measures to increase the
sightline for vehicles exiting Beaver Street, as the sightline looking left is obstructed by
the presence of a wrought iron fence. Increased sight distance for vehicles exiting the
side streets may reduce the likelihood of intersection crashes, as drivers will have greater
visibility to determine whether or not to pull into traffic. The additional visibility will
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Road Safety Audit— Main Street, Worcester, Massachusetts
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also give drivers on Main Street greater opportunities to see a vehicle exiting from the
side street and slow/or stop to avoid a crash;
• At the intersection of Main Street and Maywood Street/Crystal Street, consider a
prohibition on right turns on red signal on the Maywood Street eastbound approach to the
intersection, as sightlines for vehicles exiting Maywood Street are obstructed by the
presence of a stone pillar/wrought iron fence assembly (looking to the left). With this
restriction in place, drivers would be forced to wait for a green traffic signal before
turning out of Maywood Street, theoretically eliminating any conflicts with Main Street
southbound through traffic.
Pavement & Geometry
• Evaluate roadway pavement conditions to determine the need for pavement structure
reconstruction or roadway resurfacing. If necessary, develop a pavement design to
support vehicle loads for all users, and resurface and/or reconstruct the pavement as
necessary within the project area to provide consistent surface conditions. While no
crashes in the crash history could be directly attributed to this issue, a consistent surface
could result in fewer sudden driver movements, which would also result in the reduced
likelihood of a crash;
Pedestrian, Bicycle Facilities & Transit
• Consider reconstructing the sidewalk where the sidewalk surface was uneven, due to
settlement of some of the sidewalk panels. Providing a more consistent surface makes
sidewalk travel for wheelchairs and other users more inviting and safer, as it eliminates
any tripping hazards and other impediments to travel on the sidewalk and also encourages
pedestrians to stay on the sidewalk, which could result in a reduced likelihood of
pedestrian-involved crashes;
• Consider reviewing segments of Main Street outside the Audit area and inside the Audit
area. After the review, determine if there are consistencies in the Main Street corridor
outside the Audit area that can be applied to proposed improvements on Main Street
within the Audit area and implement as necessary. Conversely, there may be current
design standards and facilities to be implemented as part of proposed improvements on
Main Street within the Audit area that can be the catalyst and model for implementation
on Main Street outside the Audit area, as part of other future construction projects;
• Consider reviewing and examining pedestrian crossing warning signs at Main Street midblock crosswalks outside the Audit area and determine their applicability to the Main
Street mid-block crosswalks within the Audit area. Add pedestrian crossing warning
signs at Main Street mid-block crosswalks that are consistent with those elsewhere in the
Main Street corridor so that consistent warnings are provided throughout the corridor.
Consistent warning devices at mid-block crossings may provide more time for drivers to
react and may result in fewer crashes with pedestrians and may also result in fewer
sudden stops by vehicles (and fewer resulting rear-end type crashes);
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• Consider the evaluation of all wheelchair ramps at the intersections for standards
compliance and consider the installation, where required, wheelchair ramps with
detectable warning panels at the ends of all crosswalks. New ramps shall be compliant
with the requirements of the Massachusetts Architectural Access Board (MAAB) and
Americans with Disabilities Act (ADA). There were no crashes in the crash history that
could be directly attributed to wheelchair ramp compliance, however, new ramps provide
for easy and safe transition between the roadway and the sidewalk;
• Consider providing dedicated bicycle lanes on Main Street so that space on the roadway
is specifically allocated to bicycle travel. While there were no crashes in the crash
history involving bicycles, dedicated bicycle lanes may increase safety for bicyclists, and
may result in a lower probability of crashes involving bicycles, as space on the roadway
is assigned for their use, as opposed to sharing the travel lane with motor vehicles. A
dedicated bicycle lane may also discourage bicyclists from using the sidewalk, which is
not permitted in the City and generally not desirable, given the difference in operating
speeds between bicyclists and pedestrians;
• Consider the evaluation of the need for a crosswalk crossing Main Street at Grand Street
to accommodate the frequent pedestrian crossings at this location. If a crossing is
warranted, consider enhanced warning devices such as RRFB’s or HAWK signals
(described earlier). Although there were no pedestrian-vehicle crashes at this location
noted in the crash history, the installation of a crosswalk at this location is intended to
reduce crossings of Main Street at this location outside of a crosswalk and reduce the
probability of pedestrian-vehicle crashes;
• In order to reduce the likelihood of pedestrians crossing the roadway outside of a
crosswalk, consider increasing enforcement of traffic regulations by the Police
Department to act as a deterrent to crossing outside a crosswalk. Reducing the likelihood
of pedestrians crossing the roadway outside of the crosswalk is expected to result in
fewer crashes involving pedestrians;
• Generally, in order to reduce the likelihood of crashes involving pedestrians and
bicyclists, the City of Worcester Police Department should consider participating in the
Bicycle and Pedestrian Safety Awareness and Enforcement Program run by
MassDOT/Massachusetts Department of Public Health. The program provides funding
for increased enforcement of traffic regulations and includes a comprehensive awareness
campaign targeted at all motorists, pedestrians and bicyclists. The campaign includes
information on rules of the road, new signs, signals and other equipment related to
bicycles and pedestrians, safety tips, and health benefits of walking and biking.
Alternatively, if the Worcester Police Department does not participate, the Clark
University Campus Police Department should consider participating in the program;
• Generally, in order to reduce the likelihood of crashes involving pedestrians and
bicyclists, Clark University should consider an awareness program to educate staff and
Page 30
Road Safety Audit— Main Street, Worcester, Massachusetts
Prepared by Fay, Spofford & Thorndike
students about traffic safety and the rules of the road, particularly at traffic signals and at
crosswalks;
• Consideration should be given to the addition of Transit Signal Priority (TSP) at each
signalized intersection. While there is no direct correlation to crashes, this measure will
is expected to enhance transit operations;
• Consider the evaluation of all WRTA bus stops in the corridor to ensure that adequate
bus stop lengths are provided such that each bus stop is long enough for buses to pull
completely along the curbside to stop and then pull back out into traffic. This measure is
expected to reduce the likelihood that buses will stop in the travel lane and reduce the
probability that a driver would attempt to pass the stopped bus, using the lane for the
opposite direction of travel;
• Consider the evaluation of the need for additional pedestrian traffic volume data
collection. If additional data is required, collect additional pedestrian traffic volume data
and evaluate the new data and develop pedestrian crossing enhancements consistent with
the volume of crossing pedestrians. Appropriate pedestrian crossing enhancements are
expected to result in fewer crashes involving pedestrians;
Overall
• In order to lower travel speeds, consider creating a roadway environment that is
conducive to lower speeds by making Main Street appear “narrower” through the
enhancement of pedestrian and bicycle facilities along Main Street. Specifically, consider the installation of additional trees along Main Street. Also consider the
installation of benches and bike racks. Consider narrower travel lanes in conjunction with providing dedicated bicycle lanes to
encourage drivers to drive at a lower speed. It is generally acknowledged in the literature
that a denser and narrower roadway cross-section results in lower travel speeds. While a
review of the crash data provides no indication that speeds in excess of the statutory
speed limit was the predominant cause of any of the crashes, lower speeds generally
result in less severe crashes;
• Consider another measure to narrow the roadway cross-section - the addition of bump
outs at intersection corners and at mid-block crosswalks. Bump-outs allow for road
crossings to be shorter. Shorter road crossings result in the pedestrian being less exposed
to possible crashes and are generally safer. Bump-outs also provide additional visibility
for/of crossing pedestrians, as they allow for pedestrians to stand to wait and cross
adjacent to the travel lane (instead of adjacent to the parking lane, where their visibility
may be obscured by parked vehicles). The additional visibility is expected to reduce the
probability of crashes between vehicles and pedestrians and to reduce the rear-end type
crashes that are occurring at the mid-block crossings (as described previously);
Page 31
Road Safety Audit— Main Street, Worcester, Massachusetts
Prepared by Fay, Spofford & Thorndike
• As there is expected to be an increase in pedestrian and bicycle traffic volumes due to the
construction of Clark University facilities, ensure that any proposed changes to Main
Street account for increases in pedestrian and bicycle activity, as planning for these
modes will ensure that appropriate facilities are provided for them. This should generally
result in improved safety for these modes.
Page 32
Road Safety Audit— Main Street, Worcester, Massachusetts
Prepared by Fay, Spofford & Thorndike
Summary of Road Safety Audit
For each safety enhancement noted in the previous section, the following table is a summary of
the proposed enhancement, its potential safety payoff, the estimated time frame for completion,
the estimated construction cost, and the responsible agency.
Safety payoff estimates are based on engineering judgment and are categorized as follows: low,
medium, and high. The time frame is categorized as short-term (<1 year), mid-term (1 to 3
years), or long-term (>3 years). The costs are categorized as low (<$10,000), medium ($10,000
to $50,000), or high (>$50,000).
For enhancements that are expected to be considered and/or incorporated into the design of the
Main Street Project (604893), the responsible agency will be listed as “Project”. The Project
infrastructure is under the jurisdiction of the City of Worcester but the Project will be advertised
and constructed by MassDOT. The Project is currently under design, with the preliminary
highway design (25% Design) expected to be submitted in February 2015 for design review.
Page 33
Road Safety Audit— Main Street, Worcester, Massachusetts
Prepared by Fay, Spofford & Thorndike
Table 2. Potential Safety Enhancement Summary – Main Street
Safety Issue
Potential Safety Enhancement
Safety Payoff
Time Frame
Cost
Responsible Agency
Corridor-wide, consider reappling
pavement markings
Medium
Short
Low
City of Worcester
Consider mounting speed limit
signs
Medium
Long
Medium
Project
Consider mounting pedestrian
crossing warning signs for all midblock crossings of Main Street
High
Short
Low
City of Worcester
Consider the installation of RRFB’s
at the Main Street crosswalk,
between Gates Street and Grand
Street
High
Long
Medium
Project
Consider the installation of
Pedestrian Hybrid Signals (HAWK)
at the Main Street crosswalk,
between Gates Street and Grand
Street
High
Long
High
Project
Corridor-wide, consider installing
parking regulation signs at the
beginning, middle and end of onstreet parking areas
Low
Long
Low
Project
Medium
Short
Low
City of Worcester
Pavement Markings &
Signs
Corridor-wide, consider applying
pavement markings to better
delineate the parking lane from the
travel lane
Page 34
Road Safety Audit— Main Street, Worcester, Massachusetts
Prepared by Fay, Spofford & Thorndike
Safety Issue
Potential Safety Enhancement
Safety Payoff
Time Frame
Cost
Responsible Agency
Remove and relocate the reserved
parking sign mounted just north of
the crosswalk at the mid-block
crosswalk across Main Street,
between Gates Street and Grand
Street, such that 20 feet is
provided between the parking
spaces and the crosswalk
High
Short
Low
City of Worcester
Remove and relocate the “No
Parking Anytime” sign mounted
just north of the crosswalk at the
crosswalk across Main Street
(across the north leg of the
intersection), at the intersection of
Main Street and Woodland Street,
such that 20 feet is provided
between the parking spaces and
the crosswalk
High
Short
Low
City of Worcester
Medium
Long
Low
Project
Low
Short
Low
City of Worcester
Pavement Markings &
Signs (continued)
Generally, consider installing
parking regulation signs that
prohibit parking within 20 feet of
crosswalks
Consider replacing existing
worn/faded traffic and guide signs
with new traffic and guide signs
Page 35
Road Safety Audit— Main Street, Worcester, Massachusetts
Prepared by Fay, Spofford & Thorndike
Safety Issue
Potential Safety Enhancement
Safety Payoff
Time Frame
Cost
Responsible Agency
At the signalized intersection of
Main Street at Maywood
Street/Crystal Street and at the
signalized intersection of Main
Street/Woodland Street, consider
adding backplates to all traffic
signal heads
Medium
Short
Medium
City of Worcester
At the signalized intersection of
Main Street at Maywood
Street/Crystal Street and at the
signalized intersection of Main
Street/Woodland Street, consider
replacing the 8” diameter signal
lenses at each intersection with
12” diameter lenses
Low
Short
Medium
City of Worcester
Medium
Long
High
Project
Traffic Signals –
Equipment, Timing &
Operations
At the signalized intersection of
Main Street at Maywood
Street/Crystal Street and at the
signalized intersection of Main
Street/Woodland Street, consider
reconstructing the signal systems
at each intersection to provide
overhead mast arm mounted traffic
signals
Page 36
Road Safety Audit— Main Street, Worcester, Massachusetts
Prepared by Fay, Spofford & Thorndike
Safety Issue
Potential Safety Enhancement
Safety Payoff
Time Frame
Cost
Responsible Agency
At the signalized intersection of
Main Street at Maywood
Street/Crystal Street, consider
providing signal visors on the
signal heads that do not currently
have visors
Medium
Short
Low
City of Worcester
Low
Short
Low
City of Worcester
Medium
Short
Medium
City of Worcester
Consider evaluating the
optimization of traffic signal timing
in an effort to reduce the amount of
time a pedestrian waits for a walk
signal
Low
Long
Low
Project
At the signalized intersection of
Main Street at Maywood
Street/Crystal Street, consider
increasing enforcement of traffic
regulations by the Police
Department to act as a deterrent to
vehicles entering the intersection
on a red signal
Medium
Short
Medium
City of Worcester
Traffic Signals –
Equipment, Timing &
Operations (continued)
At the signalized intersection of
Main Street at Maywood
Street/Crystal Street, rotate the
traffic signal head that was pointed
towards University Park, towards
the roadway
At the signalized intersection of
Main Street at Maywood
Street/Crystal Street, consider
increasing enforcement of traffic
regulations by the Police
Department to act as a deterrent to
crossing on a do not walk signal
Page 37
Road Safety Audit— Main Street, Worcester, Massachusetts
Prepared by Fay, Spofford & Thorndike
Safety Issue
Potential Safety Enhancement
Safety Payoff
Time Frame
Cost
Responsible Agency
Medium
Long
Low
Project
Medium
Long
High
Project
Medium
Short
Low
City of Worcester
At the signalized intersection of
Main Street at Maywood
Street/Crystal Street, consider the
evaluation of the traffic signal
timing at the intersection to
minimize queuing on the
northbound approach to the
intersection
Low
Long
Low
Project
At the signalized intersection of
Main Street at Woodland Street,
consider providing signal visors on
the signal heads that do not
currently have visors
Medium
Short
Low
City of Worcester
Traffic Signals –
Equipment, Timing &
Operations (continued)
At the signalized intersection of
Main Street at Maywood
Street/Crystal Street, consider
providing a protected southbound
left-turn phase that would allow for
the southbound left turn to proceed
without any other conflicting
movements
Consider providing dedicated leftturn lanes on Main Street at the
intersection of Main Street at
Maywood Street/Crystal Street
Consider the evaluation of the
pavement markings on the
northbound approach to the
signalized intersection of Main
Street at Maywood Street/Crystal
Street
Page 38
Road Safety Audit— Main Street, Worcester, Massachusetts
Prepared by Fay, Spofford & Thorndike
Safety Issue
Potential Safety Enhancement
Safety Payoff
Time Frame
Cost
Responsible Agency
At the signalized intersection of
Main Street at Woodland Street,
consider the installation of
pedestrian signal heads for the
crosswalk on the west leg of the
intersection
Medium
Short
High
City of Worcester
Consideration should be given to
replacing all the traffic signal
equipment at Maywood Street and
at Woodland Street, due to age
Medium
Long
High
Project
Traffic Signals –
Equipment, Timing &
Operations (continued)
Page 39
Road Safety Audit— Main Street, Worcester, Massachusetts
Prepared by Fay, Spofford & Thorndike
Safety Issue
Potential Safety Enhancement
Safety Payoff
Time Frame
Cost
Responsible Agency
Consider providing pedestrian
scale lighting
Low
Long
High
Project
Consider the evaluation of street
lighting levels at the mid-block
crossings of Main Street in the
vicinity of Gates Street to ensure
that the crossings are suitably
illuminated
High
Long
Medium
Project
At all side streets, consider re­
evaluating parking restrictions in
relation to sight lines for vehicles
exiting side streets on to Main
Street
Medium
Long
Low
Project
At the intersection of Main Street
and Beaver Street, consider
measures to increase the sightline
for vehicles exiting Beaver Street,
as the sightline looking left is
obstructed by the presence of a
wrought iron fence
Medium
Long
Medium
Project
Low
Long
Low
Project
Lighting
Obstructions
At the intersection of Main Street
and Maywood Street/Crystal
Street, consider a prohibition on
right turns on red signal on the
Maywood Street eastbound
approach, as sightlines are
obstructed looking to the left
Page 40
Road Safety Audit— Main Street, Worcester, Massachusetts
Prepared by Fay, Spofford & Thorndike
Safety Issue
Potential Safety Enhancement
Safety Payoff
Time Frame
Cost
Responsible Agency
Evaluate roadway pavement
conditions to determine the need
for pavement structure
reconstruction or roadway
resurfacing
Low
Long
High
Project
Consider reconstructing the
sidewalk where the sidewalk
surface was uneven, due to
settlement of some of the sidewalk
panels
Low
Long
High
Project
Consider the review of segments
of Main Street outside and inside
the Audit area. Determine if there
are consistencies on Main Street
outside the Audit area that can be
applied within the Audit area
Low
Long
High
Project
Consider the review pedestrian
crossing warning signs at Main
Street mid-block crosswalks
outside the Audit area and
determine their applicability to the
Main Street mid-block crosswalks
within the Audit area
High
Long
High
Project
Consider evaluating all wheelchair
ramps at the intersections for
standards compliance and
reconstruct, where necessary,
wheelchair ramps to meet current
ADA/MAAB design standards
Medium
Long
High
Project
Consider providing dedicated
bicycle lanes on Main Street
Medium
Long
High
Project
Pavement & Geometry
Pedestrian, Bicycle
Facilities & Transit
Page 41
Road Safety Audit— Main Street, Worcester, Massachusetts
Prepared by Fay, Spofford & Thorndike
Safety Issue
Potential Safety Enhancement
Safety Payoff
Time Frame
Cost
Responsible Agency
Consider evaluating the need for a
crosswalk crossing Main Street at
Grand Street
Medium
Long
High
Project
Consider increase enforcement of
traffic regulations by the Police
Department to act as a deterrent to
crossing outside a crosswalk
Medium
Short
Medium
City of Worcester
The Worcester Police Department
should consider participating in the
Bicycle and Pedestrian Safety
Awareness and Enforcement
Program (by MassDOT/Mass
DPH)
Medium
Short
Low
City of Worcester
Clark University should consider
an awareness program to educate
staff and students about traffic
safety
Medium
Short
Low
Clark University
Consideration should be given to
the addition of Transit Signal
Priority (TSP) at each signalized
intersection
Low
Long
High
Project
Consider the evaluation of all
WRTA bus stops in the corridor to
ensure that adequate bus stop
lengths are provided
Low
Long
Low
Project
Consider the evaluation of the
need for additional pedestrian data
collection & collect as required &
develop pedestrian crossing
enhancements accordingly
Medium
Long
Medium
Project
Pedestrian, Bicycle
Facilities & Transit
(continued)
Page 42
Road Safety Audit— Main Street, Worcester, Massachusetts
Prepared by Fay, Spofford & Thorndike
Safety Issue
Potential Safety Enhancement
Safety Payoff
Time Frame
Cost
Responsible Agency
In order to lower travel speeds,
consider creating a roadway
environment that is conducive to
lower speeds by making Main
Street appear “narrower” through
the enhancement of pedestrian
and bicycle facilities along Main
Street. Also consider narrower
travel lanes in conjunction with
providing bicycle lanes
Medium
Long
High
Project
Consider the addition of bump outs
at intersection corners and at midblock crosswalks
Medium
Long
High
Project
Ensure that any proposed changes
to Main Street account for
increases in pedestrian and bicycle
activity
Medium
Long
High
Project
Overall
Page 43
Appendix A. RSA Meeting Agenda
Road Safety Audit
Main Street Improvements
Monday, December 15, 2014
Meeting Location: Clark University Campus
950 Main Street
Worcester, MA 01610
Higgins University Center (Building #27)
Rosenblatt Conference Room (1st Floor)
9:30AM - 12:00PM
Type of meeting:
Road Safety Audit for Roadway Improvement Project
Attendees:
Invited Participants to Comprise a Multidisciplinary Team
Please bring:
Thoughts and Enthusiasm!!
9:30 AM
Meet in Conference Room/Welcome and Introductions
9:45 AM
Review of Site Specific Material
• Crash Summary
• Existing Geometries and Conditions
10:15 AM
Visit the Site
• Travel to the Project corridor
• As a group, identify areas for improvement
11:00 AM
Post-Visit Discussion / Completion of RSA
• Discuss observations and finalize findings
• Discuss potential improvements and finalize recommendations
12:00 PM
Adjourn for the Day – but the RSA has not ended
Instructions for Participants:
• Before attending the RSA on December 15th, participants are encouraged to drive
through the Main Street corridor and complete/consider elements on the RSA
Prompt List with a focus on safety.
• All participants will be actively involved in the process throughout. Participants
are encouraged to come with thoughts and ideas, but are reminded that the
synergy that develops and respect for others’ opinions are key elements to the
success of the overall RSA process.
• After the RSA meeting, participants will be asked to comment and respond to the
document materials to assure it is reflective of the RSA completed by the
multidisciplinary team.
Appendix B. RSA Audit Team Contact List
Appendix C. Detailed Crash Data
Crash Data Summary Table
Main Street/Crystal Street/Maywood Street Worcester, MA
1/2/09 - 2/16/03
Crash
Diagram
Crash Date Crash Day
Ref #
m/d/y
1
1/2/2009 Friday
2
1/16/2009 Friday
3
3/8/2009 Sunday
4
5
5/24/2009 Sunday
5/26/2009 Tuesday
6
6/6/2009 Saturday
Time of Day
Manner of Collision
Type
9:05 PM Head-on
1:40 AM Angle
3:10 AM Sideswipe, same direction
10:04 AM Sideswipe, opposite direction
6:30 PM Head-on
9:10 AM Angle
Weather
Road
Light Condition Condition
Surface
Type
Type
Type
Dark - lighted
roadway
Clear
Dry
Dark - lighted
roadway
Clear
Dry
Dark - lighted
roadway
Clear
Dry
Failed to yield right of way
Unknown
20
22
Daylight
Daylight
Clear
Clear
Dry
Dry
Failed to yield right of way Distracted
Failed to yield right of way
41
20
33
24
Daylight
Clear
Dry
Disregarded traffic signs, signals, road markings
29
63
Driver Contributing Code
Type
1
7
8
6/7/2009 Sunday
6/11/2009 Thursday
6:44 AM Rear-end
3:40 PM Sideswipe, same direction
Daylight
Daylight
Clear
Cloudy
Dry
Dry
9
7/20/2009 Monday
9:30 PM Rear-end
Daylight
Clear
Dry
9/23/2009 Wednesday
11
12
10/15/2009 Thursday
1/6/2010 Wednesday
13
1/10/2010 Sunday
Comments
D3
17
19
58 Unknown
38
27
21 Unknown
Operator was turning right and was struck from behind
29
29
MV1 illegally passed stopped car and hit MV2 making
legal left turn
23
19
32
Clear
Dry
9:30 PM Single vehicle crash
12:40 PM Rear-end
Daylight
Dark - lighted
roadway
Daylight
•Disregarded traffic signs, signals, road markings
•Operating vehicle in erratic, reckless, careless,
negligent or aggressive manner
Snow
Clear
Wet
Dry
Other improper action
Followed too closely
5:42 PM Single vehicle crash
Dark - lighted
roadway
Cloudy
Dry
•Disregarded traffic signs, signals, road markings
•Failed to yield right of way
Unknown
25
•Disregarded traffic signs, signals, road markings
•Operating vehicle in erratic, reckless, careless,
negligent or aggressive manner
No improper driving
47
79
30
64
2:20 PM Angle
16
4/18/2010 Sunday
9:30 PM Angle
Clear
Dry
No improper driving
24
45
17
5/14/2010 Friday
6:00 PM Angle
Daylight
Clear
Unknown
Failed to yield right of way
97
47
18
5/15/2010 Saturday
12:42 PM Angle
Daylight
Clear
Dry
Failed to yield right of way
19
33
62
21
30
38
20
19
20
11/7/2010 Sunday
1/14/2011 Friday
21
1/14/2011 Friday
22
6/24/2011 Friday
23
8/5/2011 Friday
24
11/18/2011 Friday
2:15 PM Sideswipe, same direction
5:27 PM Angle
Clear
Clear
Dry
Dry
MV1 dropped coffee and was distracted trying to retrieve
it
Daylight
Dusk
Dark - lighted
roadway
14
15
2/8/2010 Monday
2/9/2010 Tuesday
35
Disregarded traffic signs, signals, road markings Unknown
•Disregarded traffic signs, signals, road markings
•Operating vehicle in erratic, reckless, careless,
negligent or aggressive manner
Made an improper turn
•Followed too closely
•Operating vehicle in erratic, reckless, careless,
negligent or aggressive manner
10
Age
D2
D1
MV1 pulled up to the right to avoid blocking intersection
MV1 turned right cutting in front of MV2
Cloudy
Clear
Dry
Dry
5:25 PM Angle
Daylight
Daylight
Dark - lighted
roadway
•Failed to yield right of way
•Disregarded traffic signs, signals, road markings
•Operating vehicle in erratic, reckless, careless,
negligent or aggressive manner
Followed too closely
Clear
Wet
Failed to yield right of way
29
57
61 MV2 hit MV1 sending MV1 into MV3
6:42 AM Head-on
Dawn
Rain
Wet
Disregarded traffic signs, signals, road markings
20
24
57 MV2 hit MV1 sending MV1 into MV3
3:15 PM Angle
Daylight
Clear
Dry
•Failed to yield right of way
•Disregarded traffic signs, signals, road markings
37
33
10:30 AM Angle
4:12 PM Rear-end
8:00 AM Angle
Daylight
Clear
Dry
Disregarded traffic signs, signals, road markings Unknown
22
25
12/5/2011 Monday
8:15 AM Rear-end
Daylight
Cloudy
Wet
Followed too closely
33
32
26
12/5/2011 Monday
8:33 AM Angle
Daylight
Clear
Wet
Distracted
38 Unknown
27
2/24/2012 Friday
2:03 PM Angle
Daylight
Rain
Wet
Failed to yield right of way
34
1 Code provided on police reports
Summary based on Crash Reports obtained from the Worcester Police Department
19
38
Another accident in the intersection possibly causing
distraction
Crash Data Summary Table
Main Street/Crystal Street/Maywood Street Worcester, MA
1/2/09 - 2/16/03
Crash
Diagram
Crash Date Crash Day
Ref #
m/d/y
28
4/25/2012 Wednesday
9:01 PM Single vehicle crash
Weather
Road
Light Condition Condition
Surface
Type
Type
Type
Dark - lighted
roadway
Clear
Dry
29
5/29/2012 Tuesday
6:10 PM Single vehicle crash
Daylight
Clear
Dry
Unknown1
30
Time of Day
Manner of Collision
Type
Driver Contributing Code
Type
Unknown1
Age
D2
D1
Comments
D3
Unknown Unknown Unknown
8:25 PM Rear-end
Dark - lighted
roadway
Rain
Wet
No improper driving
54
41
31
7/29/2012 Sunday
2:25 PM Angle
Daylight
Clear
Dry
Unknown
1
81
70
32
8/23/2012 Thursday
2:46 PM Angle
Daylight
Clear
Dry
No improper driving
30
31
Unknown who had green light
MV2 operator stated she was lost and didn’t see traffic
signal
33
9/26/2012 Wednesday
1:41 PM Head-on
Daylight
Clear
Dry
Inattention
29
Vehicles stopped for red light and MV1 backed into MV2
30
6/2/2012 Saturday
34
10/22/2012 Monday
2:30 PM Unknown
35
36
10/30/2012 Tuesday
1/1/2013 Tuesday
10:15 AM Angle
9:53 AM Rear-end
37
2/16/2013 Saturday
1:00 AM
1 Code provided on police reports
Summary based on Crash Reports obtained from the Worcester Police Department
Daylight
Clear
Dry
Inattention
45
27
Daylight
Daylight
Dark - lighted
roadway
Clear
Cloudy
Dry
Dry
Failed to yield right of way
Followed too closely
50
63
41
59
Unknown
Unknown
Unknown
1
23 Unknown
Crash Data Summary Table
Main Street/Gates Street Worcester, MA
3/29/09 - 11/15/12
Crash
Diagram
Crash Date Crash Day Time of Day
Ref #
m/d/y
Manner of Collision
Type
Light Condition
Type
Weather
Condition
Type
Road Surface
Type
Driver Contributing Code
Type
1
2
3/29/2009 Sunday
7/29/2009 Wednesday
3:55 PM Angle
4:45 PM Angle
Daylight
Daylight
Cloudy
Rain
Wet
Wet
Unknown1
Failed to yield right of way
3
4
5
9/7/2009 Monday
9/14/2009 Monday
11/2/2009 Monday
6:50 PM Rear-end
7:22 PM Single vehicle crash
1:00 PM Angle
Daylight
Daylight
Daylight
Clear
Clear
Clear
Unknown
Dry
Dry
6
1/5/2010 Tuesday
1:51 PM Rear-end
Daylight
Cloudy
Dry
No improper driving
Other improper action
Inattention
•Followed too closely
•Distracted
7
8
2/13/2010 Saturday
3/3/2010 Wednesday
9
3/11/2010 Thursday
10
11
12
13
6/15/2010
7/12/2010
8/4/2010
9/4/2010
Tuesday
Monday
Wednesday
Saturday
Unknown
Unknown
Unknown
Unknown
1:15 PM Rear-end
Daylight
Sleet, hail,
freezing rain
Wet
1:28 AM Single vehicle crash
Dark - lighted
roadway
Clear
Daylight
Daylight
Daylight
Daylight
Daylight
Dark - lighted
roadway
24
MV1 slowed for pedestrian
Pedestrian struck in NB lane
Collision with parked vehicle.
58
20
38
19
40
36
21
20
52
Traffic slowed due to pedestrian crossing
52 Unknown Traffic slowed due to pedestrian crossing
Clear
Dry
Followed too closely
46
31
Clear
Dry
Fatigued/asleep
22
Daylight
Daylight
Clear
Clear
Dry
Dry
32
42
Clear
Wet
4:52 AM Single vehicle crash
Daylight
Dark - lighted
roadway
Dark - lighted
roadway
Followed too closely
Distracted
Operating vehicle in erratic, reckless,
careless, negligent or aggressive
manner
Clear
Dry
Fatigued/asleep
49
1:00 PM Sideswipe, same direction
Daylight
Clear/Clear
Dry
No improper driving
22
2:55 AM Single vehicle crash
16
17
5/2/2011 Monday
9/1/2011 Thursday
18
10/1/2011 Saturday
9/12/2012 Wednesday
21
Failed to yield right of way
1
Unknown
Followed too closely
1
Unknown
4/4/2011 Monday
11/15/2012 Thursday
20
Unknown
Unknown
Dry
Dry
Dry
Dry
15
20
MV1 Parked and pulled into traffic
MV2 tried to make u-turn to park on SB side
Clear
Clear
Clear
Clear
Angle
Angle
Rear-end
Rear-end
3:00 PM Rear-end
21
38
18
Dry
2/8/2011 Tuesday
6/10/2012 Sunday
43
59
22 Unknown
14
19
Comments
D3
Unknown
•Followed too closely
•Operating vehicle in erratic, reckless,
careless, negligent or aggressive
manner
•Operating vehicle in erratic, reckless,
careless, negligent or aggressive
manner
•Failure to keep in proper lane or
running off road
12:50 PM
12:00 PM
1:00 PM
2:15 PM
Unknown
1
Ages
D2
D1
12:00 PM Rear-end
3:09 PM Rear-end
3:45 PM Single vehicle crash
10:26 PM Rear-end
1 Code provided on police reports
Summary based on Crash Reports obtained from the Worcester Police Department
Clear
Dry
1
Unknown
63
17
Operator looking at cell phone and drove off road into light
pole
MV1 was ambulance passing SB traffic at light when MV1
turned left in front
38
Struck fence
40
16
47
20
V1 parked. Claimed someone during night hit them
V1 turning right into parking lot
Operator hit curb and fell off moped
44 Unknown MV1 turning left and rear-ended sending MV1 into MV2
Struck light pole
62
MV1 was parked and pulled out into traffic
Crash Data Summary Table
Main Street/Woodland St, Grand St and Wyman St Worcester, MA
2/22/09 - 11/16/12
Crash
Diagram
Crash Date Crash Day
Ref #
m/d/y
1
2/22/2009 Sunday
Time of Day
Manner of Collision
Type
2:30 PM Rear-end
Light Condition
Type
Daylight
Weather
Condition
Type
Road
Surface
Type
Cloudy
Dry
Rain
Water
(standing,
moving)
Clear
Clear
Dry
Dry
Driver Contributing Code
Type
1
Unknown
Ages
D2
D1
59
Comments
D3
76
MV2 was pulling away from curb and struck left rear of
MV1
31
MV2 swerved into opposing traffic to avoid collision with
pedestrian crossing street
2
4/21/2009 Tuesday
2:18 AM Head-on
3
4
8/6/2009 Thursday
9/13/2009 Sunday
12:00 AM Angle
9:30 AM Rear-end
5
12/30/2009 Wednesday
9:23 AM Angle
Daylight
Clear
Dry
•Swerving or avoiding due to wind,
slippery surface, vehicle, object, nonmotorist in roadway, etc
•Wrong side or wrong way
57
Disregarded traffic signs, signals,
road markings
20
1
Unknown
43
Disregarded traffic signs, signals,
road markings
Unknown
6
2/24/2010 Wednesday
6:16 AM Sideswipe, opposite direction
Dawn
Snow
Snow
Unknown1
7
5/22/2010 Saturday
2:00 PM Rear-end
Daylight
Cloudy
Dry
Followed too closely
6:20 PM Angle
5:00 PM Rear-end
Daylight
Daylight
Clear
Cloudy
Dry
Dry
Unknown
Followed too closely
32
21
54
22
11:43 AM Angle
Daylight
Rain
Wet
Failed to yield right of way
24
57
12:35 PM Rear-end
Daylight
Dark - lighted
roadway
Cloudy
Dry
Unknown
1
85
25
1
33
21
8
9
8/27/2010 Friday
10/15/2010 Friday
10
10/21/2010 Thursday
11
4/17/2011 Sunday
12
6/22/2011 Wednesday
10:00 PM Rear-end
13
10/25/2011 Tuesday
7:50 PM Sideswipe, same direction
14
4/20/2012 Friday
8:00 PM Rear-end
15
11/9/2012 Friday
8:13 PM Angle
16
11/16/2012 Friday
10:25 AM Angle
1 Code provided on police reports
Summary based on Crash Reports obtained from the Worcester Police Department
Dark - lighted
roadway
Dark - lighted
roadway
Daylight
1
Rain
Wet
Clear
Dry
Unknown
•Glare
•Physical impairment
81
36
45
48 Unknown
Unknown Unknown
No police report
57
MV1 had stopped to let pedestrian cross
Daylight
Dark - lighted
roadway
Dark - lighted
roadway
Clear
Dry
Followed too closely
17
44
Clear
Dry
1
27
21
MV2 attempted U-turn infront of MV1
Daylight
Clear
Dry
Unknown
Failure to keep in proper lane or
running off road
51
36
MV2 crossed over double yellow line into NB lane
Unknown Unknown
No police report
Appendix D. Additional Information