ROAD SAFETY AUDIT
MAJOR HIGHWAY MEDIAN
CROSS-OVER CRASHES
I-495 Haverhill
Prepared for
Massachusetts Highway Department
Prepared by
MS Transportation Systems, Inc.
Framingham, Massachusetts
February 2009
ROAD SAFETY AUDIT
MAJOR HIGHWAY MEDIAN
CROSS-OVER CRASHES
I-495 HAVERHILL
FINAL REPORT
February 2009
Prepared for
Massachusetts Highway Department
Prepared by
MS Transportation Systems, Inc.
Consulting Engineers and Planners
300 Howard Street, P.O. Box 967
Framingham, Massachusetts 01701
Tel: (508) 620-2832 Fax: (508) 620-6897
www.mstransportationsystemsinc.com
I-495 Haverhill Road Safety Audit
TABLE OF CONTENTS
Page
INTRODUCTION
1
RSA PROCESS
3
ANALYSIS
8
SUMMARY OF RSA FINDINGS/POTENTIAL ACTIONS
12
RECOMMENDATIONS
18
APPENDIX
23
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I-495 Haverhill Road Safety Audit
INTRODUCTION
Lane departure crashes are one of the primary fatal crash types in Massachusetts. The
Commonwealth exceeds the national average for lane departure crashes and was
designated a lead state in lane departure crashes by the American Association of State
Highway and Transportation Officials (AASHTO).
The Massachusetts Highway
Department (MHD) conducted a study of the problem and found that during 2002-2004,
lane departure crashes accounted for 25 percent of all injury crashes and nearly half, 46
percent, of all fatal crashes.
As part of the effort in implementing the safety plan and specifically reducing lane
departure crashes, the MassHighway is completing a Road Safety Audit (RSA) Review
Project specifically focused on median crossing (or median cross-over) crashes on its
major highways. Road safety audits are a formal safety performance examination on
existing or future roadways by an independent audit team. These specific audits are
being conducted in locations where cross-over experience has been or has the potential
to be of concern and where the RSA team has judged that factors exist and safety risk
could be affected. The team works to identify opportunities for enhancing safety and to
recommend specific enhancements that may be implemented to reduce median crossover crashes and improve the overall safety along the highway.
An RSA was conducted for the I-495 in Haverhill as part of this overall effort. The
roadway section under study, shown in Figure 1, was essentially between Interchange
No. 48 at Route 125 Connector and Interchange No. 49 at Routes 110/113 a distance of
approximately 1.1 miles. This section had experienced a fatal cross-median crash in the
vicinity of Interchange No. 48.
The purpose of this I-495 Haverhill RSA was to assess current safety characteristics on
the highway section under study and to recommend a set of actions to enhance the safe
operation of the highway section under study. Recommendations contained in this
report reflect the overall consent of the RSA team and do not necessarily reflect the
official views of MassHighway.
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Page 1
495
Interchange 49
Route 110
Route 113
Haverhill
Interchange 48
Route 125
Connector
495
Route 125
N
Project Location
W
S
I-495 Road Safety Audit
Haverhill, Massachusetts
MS Transportation Systems, Inc.
E
1 : 25,000
Framingham, Massachusetts
FIGURE 1
I-495 Haverhill Road Safety Audit
RSA PROCESS
In conducting the RSA, the overall procedures outlined in the Median Cross-Over RSA
Guideline Report1 with some modifications given the characteristics of the facility being
reviewed. The process included identifying RSA team members; conducting field visits;
holding a RSA team meeting and then completing an assessment of the data and
findings from the field visits and meetings to render recommended actions for
MassHighway to consider. Data including recent traffic volume data, summary crash
records for the 2004-2007 period, detailed crash reports of cross-over crashes, and
available record highway plans were obtained and reviewed by the RSA consultant.
Field visits were conducted by the RSA team members. A video recording of the
sections under study was taken by the RSA Consultant. The site visits were completed
prior to the RSA team meeting that was held on October 1, 2008 at the MassHighway
District 4 offices. At that meeting, the RSA consultant provided a brief overview of the
RSA purpose, a summary of the roadway section’s characteristics and results of the
review to date. The RSA team provided input and discussed the key items noted in the
field and that were listed on the RSA Median Cross-Over Prompt List. Issues and
concerns were noted. Following the RSA meeting, the RSA consultant compiled the
information, completed the analysis and circulated the draft report.
•
RSA Team
The following were members of the I-495 Haverhill Road Safety Audit:
Anthony Komornick, MVPC
John Gregg, MassHighway, Traffic
Chris Leahy, MassHighway, District 4
Xian Chen, MassHighway
William J. Scully, MS Transportation systems
(RSA Consultant)
•
Paul Fletcher, Mass State Police
Frank Welch, MassHighway, District 4
Lisa Schletzbaum, MassHighway, Safety
Christine Breen, MassHighway
Timothy White, FHWA
Slave Podluzny, MassHighway District 4
RSA Team Meeting
The RSA team meeting took place on October 1, 2008 at the District 4 offices in
Arlington. The team included engineers, planners and a representative from the State
Police barrack that has jurisdiction of I-495 in Haverhill. Represented were
MassHighway (Boston and District), staff for Merrimack Valley Planning Commission, as
1
MS Transportation Systems, Inc., Road Safety Audits, Median Cross-Over Crashes, Audit Guidelines,
Prepared for MassHighway, October 2007.
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I-495 Haverhill Road Safety Audit
well as the State Police. A list of the team members contact information are included in
the Appendix. As stated previously, overall characteristics and conditions of the study
section were presented. The drive-through video and photographs were reviewed and a
discussion of the potential safety opportunities for enhancement followed. Highlights of
the discussion include the following:
•
•
The long range recommendation (from the I-495 Study) is to widen the
highway to four lanes per direction up to Interchange No. 49. Short term
recommendations from that study include lengthening the acceleration lanes
by modifying the markings.
•
The River Street (Route 113) area experiences high traffic related to the
nearby development. The ramp exit is unsignalized and as a result, there are
long delays and queuing by motorists on the off-ramp. The queuing extends
to the mainline of I-495 during the PM peak hour.
•
The merges and weave sections on the southbound direction at both
interchanges have some issues that relate to distance, high volumes and
visibility.
Analysis Procedures
As previously indicated, the RSA analysis generally followed the procedure described in
the previously referenced Guideline with some variations and also took into
consideration the methods published by the Federal Highway Administration2 and those
included in training materials3. The basic tasks included:
•
•
•
•
2
3
Obtaining and reviewing crash and other traffic characteristic data and
available record plans.
Conducting site reconnaissance and collecting a current record of condition
via photos and video,
Identifying opportunities for enhancement, and
Identifying and evaluating potential actions to address the noted issues.
Federal Highway Administration, FHWA Road Safety Audit Guidelines, Publication No. FHWA SA-06-06,
Washington, D.C., 2006.
Federal Highway Administration, Resource Center, Road Safety Audits Mini-Workshop, Jeffrey Shaw, PE,
PTOE, presented to New England ITE Section, September 19, 2006.
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I-495 Haverhill Road Safety Audit
In assessing the issues identified by the RSA Team, the relative seriousness and
potential risk relative to crash frequency and severity were determined. Using the
guidelines of FHWA as input and considering characteristics of this specific RSA, the
relative frequency criteria and severity criteria were identified and are presented in Table
1 and Table 2, respectively.
TABLE 1
FREQUENCY RATING
ESTIMATED
Exposure
high
medium
high
medium
low
high
Probability
high
high
medium
medium
high
low
low
medium
low
medium
low
low
EXPECTED CRASH FREQUENCY
(PER AUDIT ITEM)
5 or more crashes per year
FREQUENCY
RATING
Frequent
1 to 4 crashes per year
Occasional
Less that 1 crash per year, but more
than 1 crash every 5 years
Infrequent
Less than 1 crash every 5 years
Rare
Source: FHWA RSA Training Workshop
TABLE 2
SEVERITY RATING
Typical Crashes Expected
(per audit item)
High-speed crashes; head on and
rollover crashes
Moderate-speed crashes; fixed
object or off-road crashes
Crashes involving medium to low
speeds; lane changing or
sideswipe crashes
Crashes involving low to medium
speeds; typical of rear-end or
sideswipe crashes
Expected Crash Severity
Probable fatality or
incapacitating injury
Moderate to severe injury
Severity
Rating
Extreme
High
Minor to moderate injury
Moderate
Property damage only or minor
injury
Low
Source: FHWA RSA Training Workshop
Taking into consideration both frequency and severity, the relative risk of a particular
audit item was rated. The risk ratings are shown in Table 3. For each safety issue
identified, the potential seriousness of the issue as well as possible mitigation measures
have been indicated.
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TABLE 3
CRASH RISK ASSESSMENT
Frequency
Rating
Frequent
Occasional
Infrequent
Rare
Severity Rating
Low
Moderate
High
Extreme
C
B
A
A
D
C
B
A
E
D
C
B
F
E
D
C
Source: FHWA RSA Training Workshop
Crash Risk Ratings:
A: minimal risk level
B: low risk level
C: moderate risk level
•
D: significant risk level
E: high risk level
F: extreme risk level
RSA Field Audit
Field audits were conducted by the RSA team members between on or before October
1, 2008. In general, the field visits included “drive-throughs” in each direction of the study
section noting physical conditions and the “feel” of the driver. The Prompt List
developed as part of the RSA process was used as a guide. The prompt list is included
in the appendix for background information. The RSA field audits took place by team
members prior to the RSA team meeting and revealed the following:
ƒ
There are three travel lanes per direction.
ƒ
Posted speeds were noted at 65 mph.
ƒ
The alignment of the roadway section under study is essentially straight
with slight vertical changes.
ƒ
The inside shoulder is less than a minimum desired width of 4 feet.
ƒ
Rumble strips exist in both inside and outside shoulders, however, the
rumble strips are narrow (i.e. 4-6 inches in width).
ƒ
Embedded markers are located in lane lines.
ƒ
The “open median” is generally located south of the river and can be
characterized as depressed. The open median is fairly wide but a portion
of it in the immediate area of Interchange No. 48 (Route 125 Connector)
is considered crossable.
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I-495 Haverhill Road Safety Audit
ƒ
Pavement surface condition was considered to be above average.
ƒ
Lighting is not present in the study section.
ƒ
The separation of Interchanges 48 and 49 was noted as less than ideal.
ƒ
Signage for the interchanges is generally adequate, however, other
warning type signage (i.e. merge ahead) may be needed in spots.
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I-495 Haverhill Road Safety Audit
ANALYSIS
In completing the RSA of I-495 in Haverhill, findings were compiled from the field audits,
the review of the data, and input provided by team members. The following paragraphs
summarize the results from each of the key components of the assessment.
The section of I-495 under study is approximately 1.1 miles in length with three (3) lanes
per direction separated by a median. The section includes two interchanges: No. 48 at
the Route 125 Connector and No. 49 at Route 110. There is approximately one half
(0.5) mile separation between the northbound on-ramp from Interchange No. 48 and the
northbound off-ramp at Interchange No. 49.
The I-495 alignment in the project area is largely straight and slight vertical change.
Speeds are posted at 65 miles per hour. The section of highway in the study area for
the most part, has an inside shoulder less than 4 feet in width but accommodates rumble
strip. There are embedded reflectors in place along the lane lines. Approximately 0.3
miles north of the Interchange No. 48 northbound on-ramp is a 700 foot bridge spanning
the Merrimack River. A concrete median barrier begins about 85 feet south of the bridge
and continues for 800 feet. North of the bridge, the median is heavily vegetated and
guardrail is in place for much of the remaining study section. In addition, this section of
I-495 does not have the reflective delineator posts installed alongside the median. The
low level of guidance was cited as a potential contributing factor to median related
entries particularly during times of low visibility.
Figure 2 – I-495 interchange with the Route 125 Connector.
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The width of the median (measured from presumed edge line to edge line) in the project
area is approximately 100 feet. There is only about 200 feet of the median considered
“open” north of the Interchange No. 48 ramps due to either guardrail or vegetation in that
area. This section south of the overpass, however, has a much longer section of “open”
median and was considered crossable by the RSA team members given the southbound
geometry, the difference in south-north elevation and the topography of the median.
South of the interchange overpass, approximately 1,800 feet of the median is considered
open. While the rumble strips were in place in each direction, they were noted as
narrow (i.e. 6 inches), which is not the current construction standard.
Figure 3 – Northbound approach to the Connector exit. Note elevation difference
between two directions.
Based on the recent MassHighway traffic counts, the roadway study section carries an
average of 124,000 vehicles per day in the study section. Figure 4 illustrates the
directional volume over the course of the day for the sections north and south of Route
2. There are two distinct peak hours (AM and PM commuter periods), as well as
differences by direction. Peak hour two-way volumes in the AM were approximately
7,800 hour with southbound being the predominant direction. During the PM peak hour,
two-way volumes are approximately 9,100 with the northbound direction being higher.
Truck volume on this section of I-495 is relatively high with 6% trucks over the course of
the day. This equates to more than 7,400 trucks.
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Figure 4 - I-495 Hourly Traffic Volumes North of Route 125 Connector
Figure 5 –The Merrimack River crossing south of Exit 49 in the northbound
direction
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Data available as part of the MassHighway crash records system indicated that between
2004 and 2007, there were 24 reported crashes related to the median. Of the 24, only
one crash (4%) was identified as a cross-median crash. However, the one cross-median
crash resulted in a fatality. For a relatively short section of highway, it has averaged six
median entry crashes per year. Other key findings in the data include:
¾ Seventeen (17) of the 24 crashes or 71% were initiated in the
Southbound direction.
¾ Thirty-eight percent (38%) of the reported crashes occurred when the
road surface was wet or icy.
¾ Driver related problems (i.e. driving too fast, following too closely) were
noted in thirty-three percent (33%) of the crashes.
¾ Of the 24 total crashes, 71% of them (17crashes) resulted in personal
injury or the fatality.
Figure 6 – Evidence of median entry at the Connector NB exit.
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I-495 Haverhill Road Safety Audit
SUMMARY OF RSA FINDINGS/POTENTIAL ACTIONS
Based on the field review, the review of crash data and discussions among the RSA
team members, the issues related to the safe operating conditions of the I-495 in the
Haverhill area were identified. While the actual number of median crossings has been of
low, the RSA team determined that a number of factors or issues of concern exist at this
time that potentially have an effect on the risk. These factors, which also consider the
crash type (i.e. cross-over, median related), are listed in Table 4 along with the assigned
risk rating.
TABLE 4
SUMMARY OF FACTORS THAT POTENTIALLY AFFECT
THE RISK OF SAFETY RELATED EVENTS
Factor or Issue
Risk Rating
Open median at Interchange No. 48 is considered crossable
D
Inside paved shoulder width narrow
E1
Rumble strips are in place but narrow
E1
Median is not delineated with markers
E1
Congestion at Interchange No. 49 results in queues
extending to northbound main line
C
The distance separating Interchange No. 48 entrance and 49
exit is relatively short in northbound direction
B
Accel-decel lanes at interchanges appear short
C
High level of truck traffic and high speeds affect passenger
vehicle driving behavior
C
The operations of the collector – distributor (C-D) section at
Interchange No. 49 affects the merge and lane changing in
SB direction
B
Overgrown vegetation affects sight distances along C-D road
just prior to the merge with I-495
B
1 High risk level related to frequency of median entries not solely cross-overs and severity
experience
Although the open median section is approximately 100 feet in width and there was a
low percentage of cross-over crashes reported in the study period, it was felt by the RSA
team that south of the overpass (Connector), the possibility of crossing the median was
moderately high. The drive thru indicated that the characteristics of the median slopes,
the high volume (124,000+ ADT), the horizontal curve on the mainline and a slight
elevation difference (SB higher) could increase the likelihood of entering and crossing
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I-495 Haverhill Road Safety Audit
the median in that particular area. The one cross-over crash that was reported resulted
in a fatality. The open median in this section currently presents a moderate level risk for
cross-over events and was assigned a rating of ‘D’.
Several factors were identified by the RSA team that could affect the potential for a
motorist to either enter the median or recover just prior to entering the unpaved portion
of the median. These factors include narrow inside shoulders, narrow rumble strips and
the median not being delineated with flexible, reflective posts. They were assigned an
‘E’ given the frequency of median entries (6 per year) and the severity experienced in
the reported crashes.
The congestion that occurs at the Interchange 49 northbound exit ramp results in vehicle
queues extending back onto the I-495 mainline. Figure 7 illustrates this characteristic.
This creates a potential hazard that can also lead to “quick” or inappropriate lanechanging. The short distance between the on-ramp from the Route 125 Connector to
the off-ramp at Interchange 49 also contribute to the potential hazard as there is not a
long distance to see the queuing in advance if one is merging from the Connector onramp. The median entries that were reported in this section involved striking the
concrete barrier. This queuing factor was given a rating of ‘C’ as crashes did not
necessarily occur during the PM peak hour when the queues exist. The distance factor
was assigned a ‘B’ rating
R o u te 1 1 3
E x it R a m p Q u e u e s
fro m R o u te 1 1 3
4 95
Figure 7 - Ramp queuing occurs during PM peak hours extending to the mainline.
Two factors relate to the markings and guidance through the acceleration and
deceleration lanes as well as indicating the location of the median. Similar to many of the
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I-495 Haverhill Road Safety Audit
interchanges noted in the I-495 corridor, the acceleration-deceleration lanes appear to
be short. A risk rating of ‘C’ was assigned to this factor. In general, there is a lower level
of markings provided resulting in a sense of inadequate lanes, particularly the
acceleration lanes. One reason for this low level treatment may be due to inadequately
wide shoulders carried through the interchange. Another may be the short distances
between interchanges, the C-D road system in the southbound direction and the bridge.
This could be checked in detail prior to future implementation or maintenance actions.
The I-495 Corridor Study4 suggests in general all of the acceleration and deceleration
lanes can be increased along the highway through modifying the markings.
Similar to the evaluations of other locations along I-495, the high volume of trucks and
the overall high speeds will likely affect the comfort of the driver of a passenger vehicle.
As a result of this discomfort, a motorist may initiate some maneuvers including “drifting”
into the adjacent lanes to gain more separation from the trucks or making intended
“quick” lane-changes without due care. This factor was assigned a rating of ‘C’.
The final two factors relate to the collector-distributor road system that is along the SB
side of the highway. One factor involves the merge at the Interchange 49 southbound
on-ramp to I-495. The other was the noted vegetative overgrowth that can affect visibility
that may also have an affect on the just noted merge. Figure 8 illustrates the location of
these conditions. A factor of ‘B’ was assigned to these two factors in relation to affecting
median entries.
COLLECTORDISTRIBUTO R ROADW AY
HEAVY
VEG ETATION
M ERGE
AREAS
Figure 8 - A Collector-Distributor roadway segment exists in the southbound
direction ending at Interchange 49.
4
FST, Inc., I-495 Corridor Transportation Study from Westford to Salisbury, Prepared for EOTPW, June,
2008.
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I-495 Haverhill Road Safety Audit
Suggested actions identified are intended to reduce the number of and consequences
resulting from median related crashes and other types of crashes as well. The following
paragraphs include discussion pertaining to the issues and the potential actions to
consider for implement. Given the primary objective of this RSA program, the evaluation
of a median barrier was first examined. Other actions are presented in a later section of
the report.
•
Consideration of a Median Barrier
One of the more significant actions that could be considered for the study section is to
install median barriers in the current “open” areas. Although the RSA team found the
open median section was fairly wide, the section was evaluated in terms of the median
barrier warrants. A barrier can be considered when there is a higher than desirable
chance or a greater risk for median cross-over crashes to occur and that have or could
result in fatalities and/or a high proportion of injury related crashes. A barrier could also
be considered when the consequences or severity of a crash without a barrier are worse
than if the barrier were in place.
Factors that generally come into play in deciding on whether a median should be
installed involve the following:
 High volumes and speeds
 Truck volumes and mix
 Narrow median
 History of cross-median crashes
 High risk of catastrophic event
These items have been reviewed relative to the I-495 section under study, primarily the
median section south of the Interchange No. 48 overpass. Figure 9 presents a review of
the corridor in relation to the median warrant criteria presented in the AASHTO RDG5. As
can be seen in the diagram, with the median (as measured from edge line to edge line) is
approximately 100 feet and a volume of over 120,000 vehicles on an average day, the
intersection of the two items is in the area of the chart where a barrier can be “optional”.
With the median approximately 100 feet in width, the point of intersection is actually off the
chart.
5
American Association of State Highway and Transportation Officials, Roadside Design Guide, Washington,
D.C., 2002, Chapter 6 Update 2006.
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median width
100 +/- feet
ADT 124,000+
80
AVERAGE DAILY TRAFFIC
(thousands)
70
BARRIER
RECOMMENDED
60
BARRIER
CONSIDERED
50
40
BARRIER
OPTIONAL
30
20
10
0
0
10
20
30
40
50
60
70
MEDIAN WIDTH
(feet)
Median Barrier Warrant Analysis
Interstate-495 Road Safety Audit
Haverhill, Massachusetts
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NOT TO SCALE
Framingham, Massachusetts
Figure 9
I-495 Haverhill Road Safety Audit
However, in addition to the analyzed AASHTO warrant criteria, which is a guideline,
consideration was also given to the following:
ƒ
The southbound curve on the mainline and being higher than the northbound
direction creates a certain level of driver discomfort.
ƒ
A clear, open and relatively flat topography of the median south of the overpass
for approximately 1,800 feet.
ƒ
A cross-median crash did occur and resulted in a fatality.
Consequently, based on the analysis of the data, the field audit and drive-thru and
discussion of the conditions by the RSA team members, it was concluded that a median
barrier should be considered on this section of I-495 south of the Interchange No. 48
overpass to the point where a guardrail and thick vegetation exists at the southern end of
the section. As will be discussed in the next section, however, there are a number of other
actions also recommended as part of this RSA.
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I-495 Haverhill Road Safety Audit
Recommendations
As a result of the RSA analysis and team input and although it was concluded that a
median barrier be installed at this time in a portion of the project section. All the
recommendations have been identified and are summarized in Table 7. These actions are
intended to eliminate the chance of cross-median crashes as well as reduce the number
and severity of all crashes of this section of I-495 in Haverhill. Identified in the table in
addition to the risk factor and recommended action are the estimated costs and potential
timeframe (i.e. short (0-1 year), medium (1-3 years) and long (>3 years)).
TABLE 7
SUMMARY OF RECOMMENDATIONS
Risk Factor
Risk
Rating
Recommended
Action
Estimated
Cost
Open median at Interchange No.
48 is considered crossable
D
Inside paved shoulder width
narrow
E1
Rumble strips are in place but
narrow
E1
Median is not delineated with
markers
ƒ
Install cable median
barrier
$50,000
ƒ
Medium to long
term
ƒ
Widen shoulder to
minimum of 4 feet
TBD
ƒ
Long term – as part
of future rehab
ƒ
Install new rumble that
meets current practices
$4,000
ƒ
Long term – as part
of future rehab and
shoulder widening
E1
ƒ
Install flexible, reflective
yellow posts
$1,700
ƒ
Short to medium
term
Congestion at Interchange No.
49 results in queues extending to
northbound main line
C
ƒ
ƒ
Install warning signs
The exit ramp needs to
be treated with signal
$8,000
$300,000
ƒ
ƒ
Short term
Long term
The distance separating
Interchange No. 48 and 49 is
relatively short
B
ƒ
Install warning signs
$5,000
ƒ
Short term
Accel-decel lanes at
interchanges appear short
C
ƒ
Add markings where
feasible
TBD
ƒ
Short term
ƒ
Provide motorist
reminders of “safe
driving” thru VMS sign
program
Increased enforcement
$10,000
ƒ
Short term using
portable VMS
equipment
Long term with
permanent VMS
ƒ
Install improved
markings and signage
$5,000
ƒ
Short term
ƒ
trim and remove
vegetation
TBD
ƒ
Short term
Level of truck traffic and the
effect on passenger driving
behavior
C
ƒ
The collector – distributor section
at Interchange No. 49
B
Overgrown vegetation affects
sight distances along C-D road
just prior to the merge with I-495
B
TBD – to be determined
Estimated Timeframe
ƒ
TBD
1 ratings reflect frequency of median entries and experienced severity.
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As indicated in the table, it is recommended, that a median barrier be installed in the
section south of the Route 125 Connector interchange as shown in Figure 10. While the
median is relatively wide (100 feet), it did experience a cross-median crash resulting in a
fatality. It was also noted that some driver discomfort exists in the southbound direction
through this interchange given the horizontal curve, elevation difference in directions and
the high volume of weaving and merging traffic that occurs at the interchange in the SB
direction. The length of barrier is estimated to be approximately 1,800 feet. If cable is
utilized, the estimated cost would be $50,000.
OPEN MEDIAN
Route 125
Connector
INSTALL MEDIAN BARRIER APPROX. 1,800 FEET
495
Figure 10 – Proposed Location of Median Barrier
It was also recommended that improved delineation of the median be implemented via
reflectorized, flexible posts. In addition, it was recommended that the inside shoulder be
set wide enough to effectively accommodate a rumble strip that is re-installed in line with
current design practices. Ideally, the inside paved shoulder would be a minimum of four
(4) feet in width. The widening is proposed as a long term item as part of any future
planned rehabilitation project, given its cost. The incremental cost if done in conjunction
with complete rehabilitation or resurfacing project will tend to be lower than implementing a
separate box widening. Based on input from RSA team members, drainage adjustments
would be implemented at that time as well. The rumble strip would need to be re-installed
with the shoulder widening.
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In addition, it was noted by the RSA team that a reflective markers were not along side the
median. It is recommended that this action be implemented in the short to medium term.
It is recommended that improved markings be provided for the acceleration and
deceleration lanes including the gore areas. This could be accomplished through a
combination of markings and signage. Consistent, high visibility markings such as those
shown in Figures 11 or 12 should be considered. However, the outside shoulder width
may be an issue regarding lengthening the lane lines. The previously noted I-495 study
noted that most acceleration-deceleration lanes were deficient and could be corrected by
modifying the markings only. This should be examined in more detail by the District
engineers when scheduling pavement marking maintenance activities in the future.
Travel speeds and driver behavior has been cited and observed to be a problem on I-495
where volumes in the range of 120,000 ADT. Increased enforcement presence is
essential in addressing this behavior. This will require additional funding.
The high volume of truck traffic also affects driver comfort levels and lane changing
behavior. This section of I-495 is a major trucking route and the volume is not expected to
reduce. A passive action discussed was the use of VMS signage as a way to encourage
more positive driver behaviors such as caution, courtesy, etc. The VMS package could
also be used to inform motorists of congestion and downstream delays as a way to also
encourage some patience and better drive decision. Standard messages similar to the
“click it or ticket” message could be displayed on a regular basis.
Other signage improvements are recommended for motorist warning of the potential ramp
queues, the short distance between Interchange Nos. 48 and 49 in the northbound
direction and along the C-D roadway in the southbound direction.
Finally, the vegetation overgrowth that has occurred along the Interchange No. 49 ramps
near the C-D road should be trimmed and cut back to maximize visibility.
MS Transportation Systems, Inc.
Page 20
Broken lane
markings for
one-half of
full-width
deceleration
lane
Channelizing
lines
Parallel acceleration lane
Source: MUTCD
Potential Pavement Markings On-Ramp Merge Locations
I-495 Road Safety Audit
Haverhill, Massachusetts
MS Transportation Systems, Inc.
NOT TO SCALE
Framingham, Massachusetts
FIGURE 11
a-Parallel
deceleration lane
b-Tapered
deceleration lane
Neutral
area
Optional
chevron
markings
Channelizin
g lines
Theoretical gore
point
Channelizing
lines
Broken lane
markings for
one-half of
full-width
deceleration
lane
Optional
dotted
extension
of lane
line
Legend
Direction of
travel
SOURCE: MUTCD
Potential Pavement Markings Off-Ramp Deceleration Lanes
I-495 Road Safety Audit
Haverhill, Massachusetts
MS Transportation Systems, Inc.
NOT TO SCALE
Framingham, Massachusetts
FIGURE 12
I-495 Haverhill Road Safety Audit
Appendix
•
•
•
•
•
•
MS Transportation Systems, Inc.
RSA Meeting Agenda
RSA Attendees List
Median Crash Diagram
Crash Data
Traffic Volume Data
Environmental Constraints
Exit 48 and Exit 49 (from I495 study)
Page 23
Road Safety Audit
Haverhill – Interstate 495
Meeting Location: MassHighway District 4 Office
519 Appleton Street, Arlington
Wednesday, October 1, 2008
11:00 AM – 12:30 PM
Type of meeting:
Cross Median – Road Safety Audit
Attendees:
Invited Participants to Comprise a Multidisciplinary Team
Please bring:
Thoughts and Enthusiasm!!
11:00 AM
Welcome and Introductions
11:15 AM
Introduction to Road Safety Audits and Cross Median Crashes
11:30 AM
Review of Site Specific Material
• Crash & Volume Summaries– provided in advance
• Existing Geometries and Conditions
• Video and Images
12:00 PM
Completion of RSA
• Identification of Safety Concerns – using RSA Prompt List as a guide
• Identification of Possible Countermeasures
12:30 PM
Adjourn for the day – but the RSA has not ended
Instructions for Participants:
• Before attending the RSA on October 1st participants are encouraged to drive
Interstate 495 near interchange 48 and 49 and complete/consider elements on the
RSA Prompt List with a focus on safety factors affecting cross median crashes.
• 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 initial RSA meeting, participants will be asked to comment and respond
to the document materials to assure it is reflective of the RSA completed by the
multidisciplinary team.
ROAD SAFETY AUDIT MEETING
I-495 Haverhill October 1, 2008
MassHighway District 4 Offices, Taunton MA
Attendance List
Name
Agency/Dept.
Email
Bill Scully
MS Transportation Systems, Inc.
bscullyjr@mac.com
Lisa Schletzbaum
MHD - Safey
lisa.schletzbaum@mhd.state.ma.us
Anthony Komornick
MVPC
AKomornick@mvpc.org
Paul Fletcher
Mass State Police
Paul.Fletcher@Pol.State.ma.us
Frank Welch
MHD, District 4
Frank.Welch@mhd.state.ma.us
John Gregg
MHD, Traffic
John.Gregg@mhd.state.ma.us
Chris Leahy
MHD, District 4 Highway
Christopher.Leahy@mhd.state.ma.us
Christine Breen
MHD
Christine.Breen@mhd.state.ma.us
Xian Chen
MHD
Xian.Chen@mhd.state.ma.us
Tim White
FHWA
Timothy.A.White@fhwa.dot.gov
Slave Podluzny
MHD, District 4
Slave.Podluzny@mhd.state.us.ma
MS Transportation Systems, Inc.
±
FOREST STREET
Interstate 495 Median Crashes
1-2
WEST LOWELL AVENUE
3-5
LO WELL AV
ENUE
49
N
TO
NG
ET
RE
ST
6
7
HAVERHILL
L
EL
W
UE
I
SH
WA
)
"
"
)
RI V
ER
STR
EE
T
110
LO
EN
AV
8
9
)
"
110
10
§
¦
¨
495
11
METHUEN
"
)
48
Crash IDs
between 12 - 19
Legend
22
20 - 21
R
LY
EL
SH
Type of Median Crash 2004 - 2007 *
D
OA
Cross Median, Fatal Crash
23
Median, Non-Fatal Crash
Major Roads
R
FE
Interstate
K
AC
Minor Arterial
S TR
EET
Collector
Local
Municipal Boundary
* 2007 crash file has not yet been closed.
0.1
0.2
"
)
IM
RR
ME
Principal Arterial
0
RO
AD
0.3
Miles
0.4
RY
R
AD
O
)
"
125
N RO AD
BOSTO
NE
CK
MASSACHUSETTS HIGHWAY SAFETY DIVISION
MEDIAN-RELATED CRASH SUMMARY
ROADWAY:
STUDY PERIOD:
I-495
1/1/2004
TO
12/31/2007
09/23/06
TRAVEL
DIRECTION
SB
LIGHT
CONDITION
Dark- Not lighted
WEATHER
CONDITION
Clear
ROAD
SURFACE
Dry
7:30 PM
8:50 AM
12:21 PM
12/24/04
07/07/07
04/30/07
SB
SB
SB
Dark-Lighted
Not Reported
Daylight
Clear
Clear
Clear
Dry
Dry
Dry
Wednesday
11:40 AM
08/24/05
SB
Daylight
Clear
Dry
2014810
1999816
2114736
Monday
Saturday
Monday
5:50 PM
3:15 AM
6:50 AM
02/20/06
10/08/05
09/04/06
SB
NB
NB
Dark-Not Lighted
Dark-Not Lighted
Daylight
Clear
Rain
Clear
Dry
Wet
Wet
NO.
CRASH NUMBER
CRASH DAY
TIME OF DAY
CRASH DATE
1
2114754
Saturday
11:45 PM
2
3
4
1881083
2228495
2244810
Friday
Saturday
Monday
5
2040237
6
7
8
9
1915739
Thursday
8:40 PM
01/06/05
NB
Dark-Not Lighted
Sleet
Ice
10
11
2180438
2050290
Saturday
Sunday
8:47 PM
4:00 PM
08/26/06
03/26/06
SB
SB
Dark-Lighted
Daylight
Clear
Clear
Dry
Dry
12
13
2266266
2249038
Monday
Sunday
10:53 PM
3:55 PM
12/03/07
10/28/07
SB
SB
Dark- Not lighted
Daylight
Snow
Clear
Ice
Dry
14
15
2059593
2209999
Sunday
Wednesday
4:10 PM
11:40 PM
01/01/06
04/04/07
NB
SB
Dark-Lighted
Dark- Not lighted
Clear
Snow
Wet
Snow
16
17
1890007
2059737
Friday
Monday
9:20 AM
9:53 AM
12/10/04
06/05/06
SB
SB
Daylight
Daylight
Clear
Clear
Dry
Dry
18
2014653
Friday
12:10 PM
02/24/06
SB
Daylight
Clear
Dry
19
2059612
Tuesday
3:30 AM
01/31/06
SB
Dark-Not Lighted
Sleet
Ice
20
2014784
Sunday
6:30 AM
02/12/06
SB
Dawn
Snow
Snow
21
1794857
Thursday
6:10 PM
07/15/04
NB
Daylight
Clear
Dry
22
23
24
1761334
1898649*
1999937
Tuesday
Saturday
Thursday
9:52 PM
12:15 PM
3:03 PM
08/03/04
09/11/04
11/22/05
NB
NB
SB
Dark-Not Lighted
Daylight
Daylight
Clear
Clear
Rain
Dry
Dry
Wet
NOT REPORTED
1
4%
DAWN
1
4%
CITY: Haverhill
LOCATION: Exit 48
REASON FOR
VEHICLE
RUNNING OFF ROAD LEFT
MOVEMENT
Driver lost control of the vehicle due to tire blowout and spun into the median guardrail
Middle travel lane into median guardrail
Vehicle was involved in a multi car crash; vehicle was struck and driver lost control and spun out into the median and struck a
tree
Right travel lane across all SB lanes into median
Driver lost control of the vehicle, entered the median and went behind a guardrail and struck some trees
Left travel lane into median
Vehicle was struck by another vehicle changing lanes causing the driver to lose control and drive into the median
Middle travel lane into median
Driver braked and turned left to avoid traffic, lost control of the vehicle, and struck the left guardrail on bridge over
Middle travel lane into bridge guardrail
Merrimack River
Driver stated she was cut off by another vehicle and over-steered to the left and skidded into the median struck a tree and
Middle travel lane into median
rolled over
Driver stated he hydroplaned and spun out into the median
Middle travel lane into median
Driver lost control of vehicle for unknown reason and spun into the median and struck a tree
Middle travel lane into median
Driver lost control due to heavy ice on the roadway and struck the left guardrail on the Merrimack River bridge then hit the Middle travel lane into left bridge guardrail across NB
lanes
right guardrail
Driver lost control for unknown reason and hit the median barrier then spun out across all SB lanes into a ditch on the right Left lane into median barrier and across all SB lanes into
side of the road
ditch
Vehicle was cut off by another vehicle and driver lost control and spun out into the median and rolled over
Middle travel lane into median
Driver lost control of vehicle due to weather conditions and spun into the median and rolled over
Left travel lane into median
Operator stated that she was cut off which caused her to drive into the left median guardrail
Left travel lane into median guardrail
Driver was in the left travel lane and struck the left guardrail for unknown reason and then struck another vehicle before
Left travel lane into median guardrail then across all NB
hitting the right guardrai
lanes
Driver swerved to avoid a vehicle traveling NB in SB lanes and crashed into the median guardrail
Middle travel lane into median guardrail
Driver swerved to avoid a tire in the road but struck it which caused one of her tires to blow out and she lost control and rolle
Left travel lane into median
over in the median
Driver was cut off by another vehicle and swerved into the median
Middle travel lane into median
Car was cut off by an unknown vehicle and swerved in front of a TT unit which struck the vehicle and then went over the
Middle travel lane over guardrail and down embankment
median guardrail
Driver was attempting to change lanes due to a merging truck and lost control possibly due to ice and struck the left guardrail
Right travel lane into left guardrail
Right travel lane across NB lanes and into median
Driver lost control due to snowy conditions and hit the median guardrail
guardrail
Driver was not able to stop in time and struck the vehicle in front of him, which then struck another vehicle; all three came to
Left lane into median
rest in median
Driver was traveling at extreme speeds and lost control of the vehicle, veered into the median, crossed median and went
Left travel lane across median into SB lanes
airborne into the SB lanes
Driver was cut off and swerved to avoid collision and lost control of the vehicle and struck the median guardrail
Right travel lane across NB lanes into median guardrail
Vehicle was struck by a truck making an illegal U-turn through the median and came to rest in the middle of the median
Left travel lane into median
* COULD NOT BE LOCATED BY GEOCODER
TOTAL NO.
24
100%
DAYLIGHT
11
46%
LIGHT CONDITION
DARK -NOT LIGHTED DARK-LIGHTED
9
2
38%
8%
MEDIAN OR CROSS MEDIAN
TOTAL NO.
24
100%
MEDIAN
CROSS MEDIAN
FATAL
23
96%
1
4%
1
4%
CRASH SEVERITY
NON-FATAL
PROPERTY
INJURY
DAMAGE ONLY
16
7
67%
29%
WEATHER CONDITION
SNOW
RAIN
CLEAR
17
3
2
71%
13%
8%
SLEET
2
8%
ROAD SURFACE
DRY
WET
SNOW
ICE
15
63%
4
17%
2
8%
3
13%
DRIVER CONTRIBUTING CAUSE
TOTAL NO.
FATIGUED/
ASLEEP
OVER-CORRECTING/
OVER-STEERING
FOLLOWED TOO
CLOSELY
EXCEEDED
AUTHORIZED
SPEED LIMIT
DRIVING TOO
FAST FOR
CONDITIONS
MADE AN
IMPROPER
TURN
NO
IMPROPER
DRIVING
NOT
REPORTED
OPERATING VEHICLE IN AN ERRATIC, CARELESS, AGGRESSIVE. MANNER
24
100%
1
4%
1
4%
1
4%
1
4%
3
13%
1
4%
8
33%
7
29%
1
4%
2007 CRASH INFORMATION IS NOT COMPLETE
CRASH SUMMARY IS BASED ON CRASH REPORTS WITH STATE POLICE NARRATIVES
MEDIAN OR CROSS
MEDIAN CRASHES
Median
DRIVER CONTRIBUTING
CAUSE
No improper driving
CRASH
SEVERITY
Non-Fatal Injury
Median
Median
Median
Fatigued/ asleep
Not reported
Not reported
Non-Fatal Injury
Property Damage Only
Property Damage Only
Median
No improper driving
Non-Fatal Injury
Median
Median
Median
No improper driving
Not reported
Not reported
Non-Fatal Injury
Non-Fatal Injury
Non-Fatal Injury
Median
Driving too fast for conditions
Non-Fatal Injury
Median
Median
No improper driving
No improper driving
Non-Fatal Injury
Non-Fatal Injury
Median
Median
Property Damage Only
Property Damage Only
Median
Median
Not reported
Not reported
Operating vehicle in a reckless, careless
manner
Not reported
Median
Median
No improper driving
Over-correcting/ over-steering
Non-Fatal Injury
Property Damage Only
Non-Fatal Injury
Non-Fatal Injury
Median
Made an improper turn
Property Damage Only
Median
Driving too fast for conditions
Non-Fatal Injury
Median
Driving too fast for conditions
Non-Fatal Injury
Median
Followed too closely
Non-Fatal Injury
Cross Median
Median
Median
Exceeded authorized speed limit
No improper driving
No improper driving
Fatal Injury
Property Damage Only
Non-Fatal Injury
Rte. I-495 Haverhill, North of Rte. 125 Conn.
Tuesday, June 26, 2007
Start Time Northbound Southbound
12:00 AM
566
470
1:00 AM
352
347
2:00 AM
315
283
3:00 AM
300
317
4:00 AM
516
788
5:00 AM
999
2568
6:00 AM
1856
4525
7:00 AM
2619
5257
8:00 AM
2941
4891
9:00 AM
3561
3431
10:00 AM
3804
2911
11:00 AM
3672
2699
12:00 PM
3472
3328
1:00 PM
3454
3354
2:00 PM
3747
3625
3:00 PM
4755
4031
4:00 PM
5027
4112
5:00 PM
5213
3807
6:00 PM
4426
3200
7:00 PM
2895
2489
8:00 PM
2414
2260
9:00 PM
2003
1951
10:00 PM
1535
1452
11:00 PM
918
945
Total
1036
699
598
617
1304
3567
6381
7876
7832
6992
6715
6371
6800
6808
7372
8786
9139
9020
7626
5384
4674
3954
2987
1863
Daily Total
124401
61360
63041
6000
5000
4000
Northbound
Southbound
3000
2000
1000
Time of Day
PM
:0
0
PM
10
8:
00
PM
00
PM
6:
00
4:
00
2:
0
:0
PM
PM
AM
12
:0
0
AM
10
8:
00
AM
00
AM
6:
00
AM
4:
00
2:
:0
0
AM
0
12
Hourly Volumes (Number of Vehicles)
Directional Traffic Volumes along I-495 Haverhill North of Rte 125 Conn.
Tuesday, June 26, 2007