ROAD SAFETY AUDIT
Route 38 Corridor
City of Lowell
March 11, 2010
Prepared For:
MassDOT Highway Division
Prepared By:
BETA Group, Inc.
Road Safety Audit—Route 38 Corridor – Lowell, MA
Prepared by BETA Group, Inc.
Table of Contents
Project Data.................................................................................................................................1
Background .................................................................................................................................2
Project Description .....................................................................................................................2
Audit Observations .....................................................................................................................8
Potential Safety Enhancements ...............................................................................................15
Summary of Road Safety Audit...............................................................................................21
List of Appendices
Appendix A.
Appendix B.
Appendix C.
RSA Meeting Agenda
RSA Audit Team Contact List
Detailed Crash Data
List of Figures
Figure 1.
Locus Map.............................................................................................................................. 3
List of Tables
Table 1.
Table 2.
Table 3.
Participating Audit Team Members ....................................................................................... 1
Estimated Time Frame and Costs Breakdown ..................................................................... 15
Potential Safety Enhancement Summary ............................................................................. 22
Road Safety Audit—Route 38 Corridor – Lowell, MA
Prepared by BETA Group, Inc.
Project Data
A Road Safety Audit for the Route 38 Corridor in the City of Lowell was held on February 11, 2010 at
the office of the Northern Middlesex Council of Governments (NMCOG). As indicated in Table 1, the
audit team consisted of representatives from State, Regional and Local agencies and included a crosssection of engineering, planning, and emergency response expertise.
Table 1. Participating Audit Team Members
Audit Team Member
Bonnie Polin
Patrick Beattie
Tim White
Justin Howard
Sarah Bradbury
David Tilton
John Gregg
Jeffrey Gomes
Lisa DeMeo
Jim Fitzpatrick
Greg Lucas
Christine Keches
Agency/Affiliation
MassDOT Highway Division – Safety Section
MassDOT Highway Division Co-op
Federal Highway Administration
Northern Middlesex Council of Governments
Northern Middlesex Council of Governments
Northern Middlesex Council of Governments
MassDOT Highway Division – District 4 Traffic
City of Lowell
City of Lowell – City Engineer
City of Lowell – Police Traffic
BETA Group, Inc.
BETA Group, Inc.
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Road Safety Audit—Route 38 Corridor – Lowell, MA
Prepared by BETA Group, Inc.
Background
The Federal Highway Administration defines a Road Safety Audit (RSA) as the formal safety
examination of an existing or future road or intersection by an independent, multidisciplinary team. The
purpose of an RSA is to identify potential safety issues and possible opportunities for safety
improvements considering all roadway users. A Road Safety Audit was scheduled for four intersections
along the Route 38 corridor: Rogers Street (Route 38) at Phoenix Avenue and Douglas Road, Rogers
Street (Route 38) at Boylston Street, Nesmith Street (Route 38) at Andover Street (Route 133/110), and
Nesmith Street (Route 38) at East Merrimack Street. All four intersections have been identified as high
crash locations by the Northern Middlesex Council of Governments (NMCOG). The RSA is intended to
identify both short and long term safety improvements that can be made at the subject intersections.
Project Description
Route 38, shown in Figure 1, is a major arterial serving northern Middlesex County. Rogers Street carries
the Route 38 designation in a primarily northwest to southeast alignment from I-495 and Tewksbury into
Lowell. Route 38 follows Nesmith Street northward from the Nesmith Street/Rogers Street intersection
into downtown Lowell, then continues across the Merrimack River, joining with VFW Highway before
turning right and following Bridge Street to Dracut and southern New Hampshire. Rogers Street and
Nesmith Street are both classified as Urban Principal Arterials. Rogers Street is state-owned from the
Tewksbury/Lowell town/city line to just north of Douglas Road and Phoenix Avenue. The remainder of
Rogers Street is City owned, as is Nesmith Street from Rogers Street to north of East Merrimack Street.
ATR data were obtained from MassDOT for both Rogers Street and Nesmith Street. The Average Daily
Traffic (ADT) for Rogers Street was recorded in 2006 north of Boylston Street and showed 25,600
vehicles per day (vpd). Nesmith Street has a 2009 ADT of 29,700 vpd, which was recorded north of East
Merrimack Street.
The four signalized intersections included in the audit are discussed in detail below.
Rogers Street/Phoenix Avenue/Douglas Road
Rogers Street, Phoenix Avenue and Douglas Road form a 4-way intersection under traffic signal control.
Rogers Street runs northwest to southeast at this location, with Douglas Road approaching from the
northeast and Phoenix Avenue approaching from the southwest. Douglas Road is an Urban Collector
which provides access to the residential area bordered by Route 38 to the south and west and by Route
133 to the north. Douglas Road also provides access to Reilly Elementary School and Sullivan Middle
School. Phoenix Avenue is a local road which ends approximately 1,500 feet from Rogers Street.
Phoenix Avenue provides access to several industrial facilities and connects to a driveway for the
Hannaford Supermarket, which has its primary access from Rogers Street. Douglas Street and Phoenix
Avenue are City-owned roadways.
The intersection is under traffic signal control with a concurrent pedestrian phase and a protected lead
phase for southbound left turning vehicles bound for Douglas Road. Rogers Street provides two general
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315 Norwood Park South
Norwood, MA 02062
781.255.1982
BETA@BETA-inc.com
ROAD SAFETY AUDIT
LOWELL, MA
Location Map
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Road Safety Audit—Route 38 Corridor – Lowell, MA
Prepared by BETA Group, Inc.
purpose lanes in each direction.
Phoenix Avenue provides two
approach lanes, one shared for left and
through vehicles and one exclusive
lane for right-turning vehicles.
Douglas Road provides a single
approach lane to Rogers Street.
Rogers Street provides two
continuous travel lanes in each
direction from the intersection south
to I-495, but narrows immediately
north of the intersection to provide a
single travel lane in each direction.
An exclusive pedestrian phase is
provided at the intersection, but
pushbuttons and pedestrian
indications are only provided for the
Rogers Street Northbound at
crosswalk crossing Rogers Street.
Phoenix Avenue/Douglas Road
There are crosswalks crossing both
Douglas Road and Phoenix Avenue without pedestrian signal accommodations. A continuous sidewalk is
provided along the eastern side of Rogers Street. There is a continuous sidewalk along the west side of
Rogers Street south of the intersection, with the exception of a small section between the driveways at the
Sunoco gas station on the southwest corner of the intersection. Land use in the immediate vicinity of the
intersection is primarily commercial, with a bank, pizza parlor, multi-use building, and car dealership.
Crash data were obtained from the Lowell Police Department for the period from January 2006 to
October 2009. The data show a total of eight crashes at the intersection. Four of the crashes were angletype crashes and three were rear-end crashes. Three of the angle-type crashes involved conflicts with
vehicles entering or exiting area businesses; two at the Sunoco driveway on the southwest corner of the
intersection, the other at the car dealership just south of the intersection. It was noted during the audit that
there were a higher number of recorded crashes in previous years, although no significant change at the
intersection could be attributed to the reduction in crashes. The intersection ranks 47th on NMCOG’s Top
100 Crash Intersections in the Northern Middlesex Region, 2004-2006. A summary of crash data and a
collision diagram are included in the Appendix.
Rogers Street/Boylston Street/Fairmount Street/Laurel Street
Rogers Street, Boylston Street, Fairmount Street and Laurel Street form a 4-way intersection under traffic
signal control. Boylston Street is an Urban Minor Arterial which provides access to several residential
neighborhoods and extends into Tewksbury. Fairmount Street runs essentially parallel to Rogers Street.
Both Fairmount Street and Laurel Road provide access to residential areas north and east of Rogers
Street. All roadways at the intersection are City-owned. There are three channelization islands separating
Laurel Road, Fairmount Street and Rogers Street. These islands prevent a direct connection to Fairmount
Street from Rogers Street northbound, discouraging the use of Fairmount Street as a cut-through route.
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Road Safety Audit—Route 38 Corridor – Lowell, MA
Prepared by BETA Group, Inc.
The islands also allow traffic from both Fairmount Street and Laurel Road to merge into a single
approach to the signalized intersection at Rogers Street and Boylston Street.
Rogers Street provides two lanes in each
direction at the intersection. There is an
exclusive left turn lane and a shared
through/right turn lane northbound, and
a shared left/through and an exclusive
right turn lane southbound. Boylston
Street provides a single lane approach.
The combined approach of Fairmount
Street and Laurel Street has a single
approach lane and a single departure
lane. Pavement markings are faded at
the intersection. There are crosswalks
on all four approaches with an exclusive
pedestrian phase. Pedestrian
pushbuttons and signals were found to
be missing or malfunctioning for three of
Rogers Street Southbound approach at Boylston Street
the four approaches. The intersection
operates under lead/lag phasing for the Rogers Street approaches, although there are no signal heads
indicating when the protected lead or lag phase is active.
Land use in the immediate vicinity of the intersection is a mix of residential, commercial, municipal and
recreational. There is a former fire station on the northeast corner of the intersection which is no longer
used as an active station but is still used by the Lowell Fire Department for offices and training. Shedd
Park is on the northwest corner of the intersection.
Crash data were obtained from the Lowell Police Department for the period from January 2006 to June
2009. The data show a total of 31 crashes. 15 of the 31 crashes were rear-end crashes, with seven of
those 15 occurring on the Rogers Street southbound approach. There were three rear-end crashes on the
Rogers Street northbound approach. It was suggested during the audit that the lack of signal indications
for the exclusive lead and lag phases may contribute to the prevalence of rear-end crashes at this location.
There were four angle-type crashes involving left-turning vehicles from Rogers Street colliding with a
through vehicle traveling in the opposite direction. The intersection ranks 43rd on NMCOG’s Top 100
Crash Intersections in the Northern Middlesex Region, 2004-2006. A summary of crash data and a
collision diagram are included in the Appendix.
Nesmith Street/Andover Street
Nesmith Street and Andover Street form a 4-way intersection under traffic signal control, and is the
intersection of three state numbered routes. Route 38 follows Nesmith Street through the intersection,
Route 110 follows Andover Street to the west and Nesmith Street to the north, and Route 133 follows
Andover Street to the east but terminates at the intersection. Andover Street is an Urban Principal
Arterial owned by the City, although the traffic signal is state-owned. Andover Street provides access to
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Road Safety Audit—Route 38 Corridor – Lowell, MA
Prepared by BETA Group, Inc.
downtown Lowell to the west and to
Tewksbury and Andover to the east.
Land use is primarily residential in the
immediate vicinity of the intersection.
Nesmith Street provides two lanes in
each direction at the intersection, with
an exclusive left turn lane a shared
through/right lane in each direction.
Andover Street also provides two lanes
in each direction, with a shared
left/through lane and an exclusive right
turn lane westbound and two general
purpose lanes eastbound. Andover
Street has a steep downhill grade
westbound, which causes some visibility
Andover Street westbound at Nesmith Street
issues for approaching vehicles and may
contribute to crashes in winter conditions. There are continuous sidewalks on both sides of both Nesmith
Street and Andover Street and there is an exclusive pedestrian phase with crosswalks, pushbuttons and
pedestrian signals for all four approaches. A lead phase is provided for the southbound left turn with
arrow indications, and an overlap for the westbound right turn. An exclusive phase is not provided for the
northbound left turn, although it does have a separate turn lane.
Crash data were obtained from the Lowell Police Department for the period from January 2006 to August
2009. The data show a total of 44 crashes. 13 of the 44 crashes were rear-end crashes, while 23 were
angle-type crashes. Seven of the angle-type crashes involved a collision between through vehicles and
opposing left-turning vehicles on Nesmith Street. Three involved a northbound through vehicle colliding
with a southbound left turn vehicle, while four involved a northbound left turning vehicle and a
southbound through vehicle. Four crashes were attributed to sliding due to snow or ice, one in each travel
direction. There was one crash involving a bicycle at the intersection, in which an eastbound left turning
vehicle struck a bicycle which was also traveling eastbound. The intersection ranks 9th on NMCOG’s
Top 100 Crash Intersections in the Northern Middlesex Region, 2004-2006. The intersection also ranked
189th on MassDOT’s statewide list of the Top Crash Intersections from 2005 to 2007. This ranking is
based on the number and severity of crashes in MassDOT’s database which can be geolocated to a cluster
area around the intersection. This cluster area experienced 62 crashes in the three year period. The
ranking is then determined using a weighted system which calculates the Equivalent Property Damage
Only (EPDO) rating of the intersection. Fatal crashes are weighted 10 times and injury crashes are
weighted 5 times. Thirteen of the 62 crashes involved an injury. There were no fatal crashes in the three
year study period. A summary of crash data and a collision diagram are included in the Appendix.
Nesmith Street/East Merrimack Street
Nesmith Street and East Merrimack Street form a 4-way intersection under traffic signal control. East
Merrimack Street is an Urban Principal Arterial owned by the City, although the traffic signal is stateowned. East Merrimack Street provides access to downtown Lowell to the west and connects to a
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Road Safety Audit—Route 38 Corridor – Lowell, MA
Prepared by BETA Group, Inc.
network of residential streets to the east. Land use is primarily residential in the immediate vicinity of the
intersection, with the Saints Medical Center hospital complex on the northwest corner of the intersection.
Nesmith Street provides two general
purpose lanes in each direction at the
intersection. A small island on the
southbound approach separates the right
turn towards downtown Lowell, which
is under yield control. East Merrimack
Street provides one general purpose lane
westbound and two lanes eastbound,
which are marked as one exclusive left
turn lane and an unmarked shared
through/right turn lane. It was noted
during the audit that vehicles often use
the right lane for left turns, creating a de
facto dual left turn lane. It was also
noted that Nesmith Street south of the
intersection is not wide enough for two
departure lanes, and that there is an
A vehicle crosses the center line on Nesmith Street
orange “Road Narrows” sign that is
south of East Merrimack Street
largely ignored as vehicles straddle the
double yellow center line in order to maintain two through lanes to Andover Street.
Continuous sidewalks are provided on both sides of both Nesmith Street and East Merrimack Street and
there is an exclusive pedestrian phase with crosswalks, pushbuttons and pedestrian signals for all four
approaches. A lead phase is provided for the northbound left turn with arrow indications.
Crash data were obtained from the Lowell Police Department for the period from March 2006 to May
2009. The data show a total of 22 crashes. 11 of the crashes were angle-type crashes, with six of those
crashes occurring between a through vehicle and an opposing left-turning vehicle on Nesmith Street. Five
of the 22 crashes were rear-end crashes, two of which occurred departing the intersection southbound,
where drivers are known to straddle the center line to maintain two lanes. Two crashes at the intersection
were the result of vehicles pulling over for an emergency vehicle or re-entering the traffic stream after
pulling over for an emergency vehicle. One crash involved a pedestrian who was struck by an eastbound
vehicle on East Merrimack Street. The intersection ranks 33rd on NMCOG’s Top 100 Crash Intersections
in the Northern Middlesex Region, 2004-2006. A summary of crash data and a collision diagram are
included in the Appendix.
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Road Safety Audit—Route 38 Corridor – Lowell, MA
Prepared by BETA Group, Inc.
Audit Observations
Following a brief introduction to the RSA process and a summary of existing geometry and crash
information, the audit participants were asked to discuss issues that may affect safety at the four subject
intersections and along the Route 38 corridor. Audit participants then visited each of the four
intersections as a group, at which time they offered observations on safety concerns and deficiencies. A
summary of those major safety considerations is as follows, summarized by location:
Rogers Street/Phoenix
Avenue/Douglas Road
•
•
•
•
•
•
•
Pavement Markings – Pavement
markings are faded at the
intersection, which decreases
visibility of defined lane use.
Pedestrian Accommodations –
Pedestrian signals and pushbuttons
are provided for the crosswalk
crossing Rogers Street, but not for
the marked crosswalks crossing
Douglas Road and Phoenix Avenue.
Fiber optic Pedestrian Signals –
Pedestrian heads at this intersection
are older, single section fiber optic
heads. Newer LED technology
provides increased visibility.
Faded pavement markings at Rogers Street and
Phoenix Road
Signage on Rogers Street approaches – It was noted by an audit participant that advance street name
signs were installed on the Rogers Street northbound approach only; however, BETA confirmed that
an advance street name sign is provided for the southbound approach as well.
Visibility of signal – It was suggested that the crest vertical curve north of the intersection may limit
visibility of the signal at Phoenix Avenue and Douglas Road from the Rogers Street southbound
approach.
“Don’t Walk” pedestrian indication out – At the time of the audit, the “Don’t Walk” indication on the
southwest corner of the intersection was not functioning. This is likely the result of a burnt out
module, which should be repaired immediately to reinstate proper operation of pedestrian signals.
Catch basin filled in – It was noted by an audit participant that the catch basin on the northwest corner
of the intersection was filled with sediment and debris. While no drainage issues were noted, the
blocked catch basin may cause slower water runoff and may lead to ponding. Poor runoff and
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Road Safety Audit—Route 38 Corridor – Lowell, MA
Prepared by BETA Group, Inc.
ponding may also contribute to ice buildup along the roadway gutter, potentially impacting
wheelchair ramps.
•
•
Break in continuous sidewalk –
A continuous sidewalk is
provided along the east side of
Rogers Street on both sides of
Douglas Road and along the
west side of Rogers Street south
of Phoenix Avenue, except for a
small piece of sidewalk between
the driveways of the Sunoco gas
station on the southwest corner
of the intersection. It was
suggested by an audit
participant that right-of-way
limitations prevented the
construction of sidewalk in this
area.
Break in sidewalk at Sunoco Station
Parking areas – There are parking areas on both sides of Douglas Road that have no separation from
the roadway and require vehicles to back into the road to exit. It should be noted that none of the
crashes at this intersection were directly attributed to these parking areas and that other parking
options exist for the businesses served by them.
Rogers Street/Boylston Street/Fairmount Street/Laurel Street
•
•
•
•
Do Not Enter signage – It was noted that the existing Do Not Enter sign at the island separating
Laurel Street from Fairmount Street is misaligned and that a second sign should be provided on the
island on the opposite side of the roadway. In its current alignment, the sign may confuse a driver
heading towards Rogers Street on Laurel Street.
Pavement Markings - Pavement markings are faded at the intersection, which decreases visibility of
defined lane use. It was also noted that one-way roadways between islands should have yellow
markings on the left side, which would help confirm the one-way configuration.
Pedestrian Accommodations – Pedestrian signals and pushbuttons are provided for all crosswalks but
were noted to be malfunctioning. Pushbuttons are missing or non-functioning, and some pedestrian
signal indications were out.
Signal posts damaged, signal heads misaligned – The signal post on the northeast corner of the
intersection appears to have been struck, resulting in damage to the components. The base cover is
not attached and the pole is not stable, indicating that the bolts holding it to the foundation are
missing or broken. It was also noted that a signal head on the northwest corner had bent visors, likely
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Road Safety Audit—Route 38 Corridor – Lowell, MA
Prepared by BETA Group, Inc.
the result of being struck by a passing vehicle. In addition to damage to posts and heads, it was noted
that several signal heads were misaligned so that they are not directly facing traffic flow.
•
•
•
•
•
No handicap ramp on the
northeast corner – Crosswalks and
handicap access ramps are
provided for all approaches and
all corners, with the exception of
the northeast corner in front of the
fire station, where there is no
handicap ramp for the crosswalk
crossing the Fairmount Street
approach. A separate ramp is
provided further north on this
corner for the crosswalk crossing
the northern Rogers Street
approach
Signal visibility – The lack of
backplates was cited as a safety
Lack of handicap ramp on the northeast corner of
concern. Installation of
Rogers Street and Farimount Street
backplates would increase
visibility of the signal indications for approaching vehicles.
Signal Phasing – The existing signal phasing provides lead-lag phasing for the Rogers Street
approaches but with no signal indications to identify when the exclusive phase is in operation. The
addition of signal head indications and the modification of existing phasing would reinforce when left
turning vehicles have an exclusive phase and may help to reduce the number of conflicts between left
turning vehicles and opposing through vehicles.
Fire Station Signal –An existing emergency related post mounted traffic signal on Fairmount Street is
provided for vehicles approaching the fire station from the north. This signal typically shows the
same indication as the Fairmount Street signals at Rogers Street, but displays a red indication when
triggered by a loop under the fire station driveway. The fire station is used as a training facility but is
no longer used for active response to fire emergencies. Despite the station being inactive, the signal
still operates as intended, which was observed during the audit when a car parked in the fire station
driveway caused the signal to stay red. Several vehicles were observed ignoring the signal indication.
This signal should be removed to avoid confusion for approaching motorists.
Corridor Delineation – Rogers Street north of the intersection is striped to provide one single travel
lane in each direction, with the southbound approach widening to provide two lanes at Boylston
Street. This may lead to aggressive drivers attempting to create a second travel lane by straddling the
double yellow center line. The corridor should be clearly delineated as one lane in each direction
with a wider marked shoulder, or delineated as two travel lanes where appropriate width exists.
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Road Safety Audit—Route 38 Corridor – Lowell, MA
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•
Parking – Shedd Park is a recreational facility on the northwest corner of the intersection with athletic
fields and courts as well as a playground. It was noted by audit participants that there is a large
demand for parking at the park, specifically in the summer months, and that vehicles have been
known to park along Rogers Street near Boylston Street. The City has placed No Parking signs along
all streets in the vicinity of the intersection.
Nesmith Street/Andover Street
•
•
•
•
•
Pavement Markings – Pavement
markings are faded at the intersection,
which decreases visibility of defined
lane use.
Debris and ice buildup at handicap
ramp – There is a catch basin
immediately to the east of the
handicap ramp on the southeast corner
of the intersection. Due to the grade
of Andover Street, water which is not
captured by this catch basin runs
directly across the ramp opening.
Debris and ice was observed at the
ramp opening on the day of the audit,
creating a safety hazard for
pedestrians.
Debris and ice in handicap ramp
Handicap Access – The ramp at the southwest corner of the intersection is not properly aligned with
the crosswalk. Instead it directs pedestrians into the center of the intersection, creating a potential
safety issue for vision impaired pedestrians.
Narrow Nesmith Street cross section – The section of Nesmith Street between Andover Street and
East Merrimack Street provides a single travel lane in each direction, with exclusive left turn lanes at
each intersection. During peak traffic periods, vehicles have been observed straddling the double
yellow center line to provide two de facto through lanes in either direction, creating a safety hazard.
Existing features such as the adjacent Kittredge Park east of Nesmith Street and right-of-way
restrictions limit the opportunity for widening of this roadway segment. This safety issue also relates
to the Nesmith Street/East Merrimack Street intersection.
Visibility – It was noted that visibility is poor for vehicles on Andover Street and for left turning
vehicles on Nesmith Street southbound due to the grade of the intersection. It should be noted that
the existing topography as well as right-of-way restrictions and proximity of existing properties
prevent significant adjustments to vertical alignment. It was suggested that protected only phasing
may address visibility issues but would reduce capacity.
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Road Safety Audit—Route 38 Corridor – Lowell, MA
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•
•
•
•
•
•
•
Signal phasing – The southbound left turn lane runs under protected-permissive phasing with a lead
phase. No protected phase is provided for northbound left turns. It was suggested that these turns run
under protected phases only, although it was noted that this would decrease capacity of the
intersection.
Signal visibility – The lack of backplates was cited as a safety concern. Installation of backplates
would increase visibility of the signal indications for approaching vehicles.
Fiber optic Pedestrian Signals – Pedestrian heads at this intersection are older, single section fiber
optic heads. Newer LED technology provides increased visibility.
Mast arm mounted sign alignment – The mast arm mounted R3-5L (Left Only) signs are tilted due to
the angle of the mast arm. This reduces visibility of the signs for approaching vehicles on Nesmith
Street, and makes the sign visible for Andover Street westbound traffic, which does not have an
exclusive left turn lane. This may cause confusion for approaching motorists on Andover Street. It
was noted by MassDOT District 4 personnel that the brackets used for the sign mounting make it
difficult to align them properly, and that a different type of bracket would allow more precise
adjustment but could lower the signs such that they do not meet minimum vertical clearance
requirements.
Utility pole on northwest corner – It was noted by audit participants that the utility pole on the
northwest corner of the intersection has been struck several times, which was evident by visible
damage to the pole observed during the audit. The horizontal and vertical alignments of the roadways
as well as the location of the pole contribute to this safety issue.
Complicated signage – It was noted by an audit participant that the amount of signage at the
intersection may be overwhelming and confusing for approaching motorists, particularly on the
Nesmith Street northbound approach.
Pavement condition – The asphalt pavement at the intersection was placed over concrete and
cobblestone base. Visual evidence exists of pavement “shoving” on the Andover Street westbound
approach, likely exacerbated by the steep downhill grade.
Nesmith Street/East Merrimack Street
•
•
Pavement Markings – Pavement markings are faded at the intersection, which decreases visibility of
defined lane use.
De facto dual left turn lane eastbound – The East Merrimack Street eastbound approach provides one
left turn lane and one shared through/right turn lane; however, vehicles often queue in the right lane
to make a left turn, creating a de facto dual left turn lane. This creates a safety issue because the
motorist in the left turn lane may not anticipate a vehicle turning left alongside them.
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Road Safety Audit—Route 38 Corridor – Lowell, MA
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•
•
•
•
•
•
•
Driveway into intersection – A
multi-family house on the southwest
corner of the intersection has a
driveway that opens into the center
of the intersection. A stop sign is
located at the end of the driveway
but the driveway is not under signal
control. Section 4D.01 of the
Manual on Uniform Traffic Control
Devices (MUTCD) allows stop
signs for this type of application if
an extremely low potential for
conflict exists. It was noted by
MassDOT District 4 that it is not
typically MassDOT practice to
signalize a driveway under similar
conditions. It was also noted by the
Driveway at Nesmith Street and East Merrimack
City that the property owner
Street enters into intersection
requested an additional driveway on
East Merrimack Street on the western side of the property, but the request was denied due to the
impact on the East Merrimack Street approach. Although this driveway presents a safety issue, no
crashes were attributed to it and no potential solution could be determined amongst audit participants.
Queuing and blocking of intersection – Congestion at this intersection and at nearby intersections
during peak periods sometimes prevents vehicles from passing completely through the intersection
during the green indication. This creates a safety issue when opposing vehicles are blocked by
vehicles still navigating the intersection.
Signal phasing – The northbound left turn lane runs under protected-permissive phasing with a lead
phase. No protected phase is provided for southbound left turns. It was suggested that these turns run
under protected phases only, although it was noted that this would decrease capacity of the
intersection.
Signal visibility – The lack of backplates was cited as a safety concern. Installation of backplates
would increase visibility of the signal indications for approaching vehicles.
Fiber optic pedestrian signals – Pedestrian heads at this intersection are older, single section fiber
optic heads. Newer LED technology provides increased visibility.
Pedestrian Accommodations – Pedestrian signals and pushbuttons are provided for all crosswalks, but
the pedestrian signal on the southwest corner was observed to be non-operational.
Parking – Parked vehicles were observed on the East Merrimack Street westbound approach in close
proximity to the intersection. These vehicles are parked on the existing loops, which may give false
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Road Safety Audit—Route 38 Corridor – Lowell, MA
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calls to that approach when no vehicles are present. This may decrease the intersection capacity,
creating congestion and contributing to related safety issues.
•
•
•
Stairs into travel lane – There are a number of houses along the Nesmith Street northbound approach
with stairs coming from the house to the sidewalk, which is separated from the edge of the roadway
by a green strip. The sidewalk is higher than the roadway, and the stairs for some properties continue
to the edge of roadway. This may create a safety hazard if a pedestrian followed the stairs and
walked into the roadway instead of following the sidewalk to the protected pedestrian crossing at the
intersection corner.
Pavement condition – The
pavement is showing signs of
wear throughout the intersection,
including rutting and pavement
“shoving” on the Nesmith Street
northbound approach, likely
exacerbated by the steep downhill
grade.
Signal Coordination – It was
noted during the audit that the
intersections of Nesmith Street at
Andover Street, Nesmith Street at
East Merrimack Street, and
Nesmith Street at Stackpole Street
were designed as a coordinated
Pavement shoving on
system. It was noted by audit
Nesmith Street northbound approach
participants that capacity constraints
and vehicle queues prevent the
coordination from providing its intended benefit. MassDOT District 4 personnel confirmed after the
meeting that coordination is not currently functioning at these three intersections. It was suggested
that coordination should be verified and timings revisited, which may potentially improve capacity
and reduce congestion.
Page 14
Road Safety Audit—Route 38 Corridor – Lowell, MA
Prepared by BETA Group, Inc.
Potential Safety Enhancements
After the site visit, audit participants returned to the meeting location to discuss the safety issues and
consider improvements. Audit participants were encouraged to consider both short and long term
improvements for each issue. Each improvement considered has been categorized as short-term, midterm, or long-term based on the definitions shown in Table 2. Additionally, a cost category has been
assigned to each improvement based on the parameters set forth in Table 2. It should be noted that a
resurfacing project is scheduled to begin in 2010 which will resurface Route 38 from the
Lowell/Tewksbury city/town line to the Hunts Falls Bridge over the Merrimack River, a total length of
1.83 miles which includes all four intersections included in the audit. The project scope of work includes
roadway resurfacing, sidewalk repairing, wheelchair ramp improvements, pavement marking installation,
loop detector replacement and temporary timing, where necessary.
Table 2. Estimated Time Frame and Costs Breakdown
Time Frame
Short-term
<1 year
Mid-term
1–3 years
Long-term
>3 years
Costs
Low
Medium
High
<$10,000
$10,001–$50,000
>$50,000
Rogers Street/Phoenix Avenue/Douglas Road
The following improvements were suggested by audit participants to improve safety issues associated
with the intersection of Rogers Street, Phoenix Avenue and Douglas Road.
•
•
•
Reapply pavement markings. This is a short-term, medium cost improvement that will be
accomplished as part of the planned resurfacing project.
Install LED pedestrian signal heads and pushbuttons for all crosswalks. The crosswalks crossing
Douglas Avenue and Phoenix Road should be signalized and operate under the same exclusive
pedestrian phase as the existing signalized crosswalk crossing Rogers Street. The existing pedestrian
signals should be replaced with LED signal heads, which provide greater visibility. This is a shortterm, medium cost improvement.
Conduct a sight distance study of the Rogers Street southbound approach. The Rogers Street
southbound approach should be studied to determine if adequate sight distance exists for the signal at
Douglas Road and Phoenix Avenue. If adequate sight distance does not exist, an illuminated Red
Signal Ahead sign should be added overhead to warn approaching vehicles of the upcoming signal.
The sight distance study is a short-term, low cost improvement, while the illuminated Red Signal
Ahead sign would be a mid-term, medium cost improvement.
Page 15
Road Safety Audit—Route 38 Corridor – Lowell, MA
Prepared by BETA Group, Inc.
•
•
Clean catch basins. Catch basins in the vicinity of the intersection should be cleaned of sediment and
debris to restore the existing closed drainage system to its intended capacity. In addition to the catch
basin on the northwest corner of the intersection discussed during the audit, there is a catch basin on
the northeast corner of the intersection and two catch basins at a low point immediately south of the
intersection. This is a short-term, low cost improvement that could be completed under an existing
MassDOT open-ended maintenance contract (File No. 605163).
Install sidewalk along Sunoco property. There is a break in the sidewalk on the west side of Rogers
Street south of the intersection between the two driveways accessing the Sunoco gas station on the
southwest corner of the intersection. It was assumed during the audit that sidewalk was not provided
along this section due to right-of-way impacts; however, older pictures available through Google
StreetView show that a continuous concrete path was previously provided. Concrete pavement
should be restored in this area to provide a continuous 4 foot minimum width path along the Sunoco
property. This is a short-term, low cost improvement that should be included as part of the planned
resurfacing project.
Rogers Street/Boylston Street/Fairmount Street/Laurel Street
•
•
•
Reapply pavement markings. This is a short-term, medium cost improvement that will be
accomplished as part of the planned resurfacing project. The limits of the resurfacing project should
be examined to determine if new pavement markings will be extended along the approaches of
Boylston Street, Fairmount Street and Laurel Street. If these approaches are not included in the
resurfacing project, it will be the City’s responsibility to reapply markings on these approaches,
including yellow markings along the left side of all one way channelized roadways.
Adjust/Update signage. The
existing Do Not Enter sign on the
island separating Laurel Street from
Fairmount Street is misaligned and
may lead to driver confusion. This
sign should be reset so that the sign
panel is closer to and perpendicular
to the channelized roadway it
applies to, and an additional sign
should be added on the island on the
opposite side of the roadway to
confirm which roadway it applies to.
This is a short-term, low cost
improvement.
Update pedestrian signals.
Pedestrian accommodations at the
Misaligned Do Not Enter sign
intersection were found to be either
malfunctioning or inoperable. All
pushbuttons and pedestrian signal heads should be repaired or replaced as needed. Pedestrian signal
Page 16
Road Safety Audit—Route 38 Corridor – Lowell, MA
Prepared by BETA Group, Inc.
heads to be replaced should be replaced with LED signal heads. This is a short-term, medium cost
improvement.
•
•
•
•
•
•
•
•
Repair signal post and adjust signal heads. The signal post on the northeast corner of the intersection
should be repaired or replaced so that the post is firmly attached to its foundation and the base is
closed and fastened. All signal heads should be examined to determine if they face traffic as
intended, and adjusted as needed. Damaged signal head visors should be repaired or replaced. This
is a short-term, medium cost improvement.
Install handicap ramp. The sidewalk should be modified on the northeast corner of the intersection to
provide a handicap ramp for the crosswalk crossing the Fairmount Street approach. This is a shortterm, medium cost improvement that should be considered in conjunction with the planned
resurfacing project.
Install backplates. Backplates should be installed on all overhead signal heads. This is a short-term,
low cost improvement. It should be noted that structural calculations would be required to determine
if backplates can be supported by the existing structures, and that the outcome of said calculations
could increase the cost and complexity of this improvement.
Study intersection, adjust signal phasing and install arrow indications. The existing lead-lag phasing
for the Rogers Street approaches causes confusion amongst drivers because there are no arrow
indications to designate when an exclusive phase is in operation. An intersection study should be
performed to determine optimum phasing for the intersection. The phasing update may consider
exclusive advance left turn phases in place of lead-lag phasing. If exclusive phases are to be provided
or maintained, new signal heads with arrow indications should be installed. This is a mid-term,
medium cost improvement.
Remove signal post for fire station. There is an existing signal post on Fairmount Street which is preempted with a red signal whenever a vehicle uses the fire station garage driveway. This signal post
should be removed since the fire station is no longer used for active calls, and the sidewalk should be
patched as needed. This is a short-term, low cost improvement.
Upgrade traffic signal. A number of short-term improvements discussed in this report could be
combined into a single, comprehensive traffic signal reconstruction project. This would be a midterm, high cost improvement.
Delineate corridor. The Rogers Street corridor should be restriped north of Boylston Street to clearly
define the number of lanes provided and discourage vehicles from making a de facto second travel
lane. A 6 foot wide shoulder should be marked in all sections where there is intended to be a single
travel lane. This is a short-term, medium cost improvement which should be completed as part of the
planned resurfacing project.
Add directional parking signs. There is a large demand for parking for Shedd
Park, located on the northwest corner of the intersection. The location of
available parking is not readily apparent from Rogers Street. Directional parking
Page 17
Road Safety Audit—Route 38 Corridor – Lowell, MA
Prepared by BETA Group, Inc.
signs should be added to direct vehicles to available parking. This is a short-term, low cost
improvement.
Nesmith Street/Andover Street
•
•
•
•
•
•
Reapply pavement markings. This is a short-term, medium cost improvement that will be
accomplished as part of the planned resurfacing project.
Clean catch basins. Catch basins in the vicinity of the intersection should be cleaned of sediment and
debris to restore the existing closed drainage system to its intended capacity. This is a short-term, low
cost improvement that should be included under an existing MassDOT open-ended maintenance
contract (File No. 605163).
Realign handicap ramp. The handicap ramp on the southwest corner is not properly aligned with the
crosswalk and instead directs pedestrians into the center of the intersection. This crosswalk should be
reconstructed so that it is properly aligned with the crosswalk, in accordance with current MassDOT
standards. This is a short-term, low cost improvement.
Widen Nesmith Street. The portion of Nesmith Street between Andover Street and East Merrimack
Street provides one travel lane in each direction with an exclusive left turn lane at each intersection.
Vehicles have been observed straddling the double yellow center line to create two travel lanes in
either direction during peak periods, suggesting that the existing configuration does not meet current
operational demands. It was suggested by an audit participant that this roadway segment should be
widened to provide two travel lanes in each direction. This would require a minimum of ten feet of
widening, which would create significant right-of-way and grading impacts, as well as impacts to the
adjacent Kittredge Park. It was suggested by an audit participant that the sidewalk along the east side
of Nesmith Street could potentially be relocated to and integrated with the park. This is a mid-term,
high cost improvement that would require land takings.
Study intersection and adjust signal phasing. There is an existing lead phase for southbound left
turns, with no protected phase for northbound lefts. It was suggested that northbound and southbound
left turns be provided with a protected phase only, which would improve safety at the intersection by
reducing conflicting movements but would decrease capacity. An intersection study should be
performed to determine the impacts of this potential change. Signal timing and phasing should be
adjusted based on the outcome of the study. If an exclusive left turn phase is to be added for
northbound left turns, a new signal head with arrow indications should be installed. This is a midterm, medium cost improvement. This should be considered in conjunction with widening, which
would provide increased potential to correct capacity deficiencies.
Install backplates. Backplates should be installed on all overhead signal heads. This is a short-term,
low cost improvement. It should be noted that structural calculations would be required to determine
if backplates can be supported by the existing structures, and that the outcome of said calculations
could increase the cost and complexity of this improvement.
Page 18
Road Safety Audit—Route 38 Corridor – Lowell, MA
Prepared by BETA Group, Inc.
•
•
•
•
•
Install LED pedestrian signal heads. All existing fiber optic pedestrian signals should be replaced
with LED signal heads, which provide greater visibility. This is a short-term, medium cost
improvement.
Upgrade traffic signal. The A number of short-term improvements discussed in this report could be
combined into a single, comprehensive traffic signal reconstruction project. The existing signal
equipment could be replaced with four mast arms, one placed on each corner perpendicular to the
roadway. This would also address the issue of the misaligned Left Only signs on the existing mast
arms. This would be a mid-term, high cost improvement.
Relocate utility pole on northwest corner. The existing location of the utility pole on the southwest
corner of the intersection is such that a wide turn or a slightly errant turn for a northbound left turning
vehicle may result in a collision. The pole should be relocated further west, if possible. This is a
short-term, low cost improvement that will require coordination with National Grid to determine its
feasibility.
Resurface Nesmith Street and Andover Street approaches. This will be accomplished under the
planned resurfacing project. The limits of the project should be explored to determine if they include
an adequate length along the Andover Street approaches to repair known pavement shoving issues.
Remove/relocate private signs. It was noted by an audit participant that the amount of signage at the
intersection may be overwhelming and confusing for approaching motorists. The existing R3-7L
(Left Lane Must Turn Left) signs are appropriate for the existing lane configuration, and the existing
guide signage is necessary given the confluence of three state numbered routes at the intersection.
The destination signage for cultural, historical and recreational locations in Lowell is beneficial and is
part of a system of signs directing motorists. While all these signs should be retained, any private
signs within 300 feet of the intersection should be relocated or removed. This is a short-term, low
cost improvement.
Nesmith Street/East Merrimack Street
•
•
Reapply pavement markings. This is a short-term, medium cost improvement that will be
accomplished as part of the planned resurfacing project.
Study intersection and adjust signal phasing. There is an existing lead phase for northbound left
turns, with no protected phase for southbound lefts. It was suggested that northbound and
southbound left turns be provided with a protected phase only, which would improve safety at the
intersection by reducing conflicting movements but would decrease capacity. An intersection study
should be performed to determine the impacts of this potential change. Signal timing and phasing
should be adjusted based on the outcome of the study. If an exclusive left turn phase is to be added
for northbound left turns, a new signal head with arrow indications should be installed. This is a midterm, medium cost improvement. A comprehensive corridor study should be considered
incorporating Andover Street, East Merrimack Street and Stackpole Street to investigate coordination
and make necessary adjustments.
Page 19
Road Safety Audit—Route 38 Corridor – Lowell, MA
Prepared by BETA Group, Inc.
•
•
•
•
•
•
•
•
Install lane configuration signs for East Merrimack Street approach. The eastbound
East Merrimack Street approach provides an exclusive left turn lane and a shared
through/right turn lane, although vehicles are known to create a dual left turn lane
by making left turns from the right lane. R3-8 series lane configuration signs
should be added to confirm the existing lane configuration. This is a short-term,
low cost improvement that should be supplemented with increased police
enforcement. Police enforcement carries no additional cost, but would result in decreased
enforcement elsewhere in the City. Left turn capacity should be investigated as part of the
intersection study recommendation, and resulting recommendations for improving left turn capacity
should be incorporated into a long term improvement plan for the intersection.
Install “Do Not Block Intersection” signs. Congestion in the area creates queue
issues during peak periods, which may result in vehicles stacked through the
intersection during signal phase changes. R10-7 “Do Not Block Intersection” signs
should be added on all four approaches. This is a short-term, low cost improvement.
Install backplates. Backplates should be installed on all overhead signal heads. This
is a short-term, low cost improvement. It should be noted that structural calculations would be
required to determine if backplates can be supported by the existing structures, and that the outcome
of said calculations could increase the cost and complexity of this improvement.
Install LED pedestrian signal heads. All existing fiber optic pedestrian signals should be replaced
with LED signal heads, which provide greater visibility. This is a short-term, medium cost
improvement.
Upgrade traffic signal. A number of short-term improvements discussed in this report could be
combined into a single, comprehensive traffic signal reconstruction project. The existing span wire
could be replaced with mast arms. This would be a mid-term, high cost improvement.
Enforce No Parking areas. Vehicles were observed to be parked on the existing loops on the East
Merrimack Street westbound approach, where there are existing No Parking signs. This area should
be targeted for enforcement of parking restrictions. This is a short-term improvement with no cost,
except for the cost of potential reduced enforcement elsewhere.
Remove stairs. Stairs between the sidewalk and roadway on the east side of Nesmith Street south of
the intersection should be removed if they are in the Nesmith Street right-of-way. Pedestrians should
be encouraged to use the existing sidewalk to access designated, protected crossings instead of
walking directly into the street. This is a short-term, medium cost improvement. Stairs would be
removed and replaced with grass to match the existing grass strip separating the roadway from the
sidewalk.
Resurface Nesmith Street and East Merrimack Street approaches. This will be accomplished under
the planned resurfacing project. The limits of the project should be explored to determine if they
include an adequate length along the East Merrimack Street approaches to repair known pavement
shoving issues.
Page 20
Road Safety Audit—Route 38 Corridor – Lowell, MA
Prepared by BETA Group, Inc.
Summary of Road Safety Audit
Table 3 summarizes potential recommendations discussed by the audit team. The recommendations are
grouped by location and then categorized based on the potential safety payoff, as well as by time frame
and cost. The safety payoff is a qualitative judgment of the effectiveness of the potential safety
improvements. Each recommendation has a responsibility assigned to it stating whether MassDOT or the
City of Lowell would be responsible for implementing the recommended improvement. “Project” refers
to improvements that are assumed to be included or could reasonably be accommodated as part of the
planned resurfacing of Route 38.
Page 21
Road Safety Audit—Route 38 Corridor – Lowell, MA
Prepared by BETA Group, Inc.
Table 3. Potential Safety Enhancement Summary
Safety Issue
Safety Enhancement
Responsibility
Rogers Street/Phoenix Avenue/Douglas Road
Reapply pavement markings.
Project
Pavement Markings
Pedestrian
Install LED pedestrian signal heads and pushbuttons.
Accommodations,
“Don’t Walk” Signal out
Conduct a sight distance study of the Rogers Street
Visibility of Signal
southbound approach.
Install illuminated Red Signal Ahead sign.
Visibility of Signal
(This assumes that adequate sight distance does not
exist on the Rogers Street southbound approach.)
Break in continuous
Install sidewalk along Sunoco property.
sidewalk
Catch Basin filled in
Clean catch basins.
Pavement Markings
Pedestrian
Accommodations
Pedestrian
Accommodations,
Signal post damaged,
Signal Visibility, Signal
Phasing
Time Frame
Cost
High
Short-term
--
MassDOT
High
Short-term
$20,000
MassDOT
Medium
Mid-term
$2,000
MassDOT
Medium
Mid-term
$15,000
Project
Medium
Mid-term
$5,000
Project
Low
Short-term
$2,000
Short-term
--
Short-term
$20,000
Rogers Street/Boylston Street/Fairmount Street/Laurel Street
Reapply pavement markings.
Project
High
Replace pedestrian heads with LED signal heads and
City
High
replace/repair pushbuttons as needed.
Upgrade traffic signal with a comprehensive
reconstruction project providing new mast arms, signal
heads, backplates and pedestrian signals with updated
phasing and timing.
Delineate corridor by marking a wider shoulder,
clarifying where Rogers Street can only reasonably
accommodate one lane of traffic in each direction.
nd
Do Not Enter Signage Adjust existing Do Not Enter sign and add a 2 sign.
Repair signal post on the northeast corner of the
Signal posts damaged,
intersection, realign misaligned signal heads, and
heads misaligned
repair or replace damaged signal heads and visors.
Corridor Delineation
Safety Payoff
City
High
Mid-term
$300,000
Project
High
Short-term
$15,000
City
Medium
Short-term
$400
City
Medium
Short-term
$10,000
Page 22
Road Safety Audit—Route 38 Corridor – Lowell, MA
Prepared by BETA Group, Inc.
Table 3. Potential Safety Enhancement Summary
Safety Issue
No handicap ramp on
NE corner
Signal Visibility
Signal Phasing
Fire Station Signal
Parking
Pavement Markings
Narrow Nesmith Street
cross section
Signal Visibility, Signal
Phasing, Fiber Optic
Pedestrian Signals
Signal Phasing
Signal Visibility
Utility pole on
northwest corner
Pavement Condition
Debris and ice buildup
Fiber Optic Pedestrian
Signals
Safety Enhancement
Install handicap ramp on northeast corner of the
intersection.
Install backplates on all overhead signal heads.
Conduct an intersection study and adjust signal
phasing where appropriate. Install new signal heads
with arrow indications, if needed.
Remove signal post on Fairmount Street approach to
the fire station.
Add directional parking signs.
Responsibility
Safety Payoff
Time Frame
Cost
Project
Medium
Short-term
$10,000
City
Medium
Short-term
$5,000
City
Medium
Mid-term
$20,000
City
Medium
Short-term
$1,000
City
Low
Short-term
$1,000
High
Short-term
--
High
Mid-term
$500,000
High
Mid-term
$300,000
Medium
Mid-term
$20,000
Medium
Short-term
$5,000
Medium
Short-term
$5,000
Medium
Short-term
--
Low
Short-term
$2,000
Low
Short-term
$10,000
Nesmith Street/Andover Street
Reapply pavement markings.
Project
Widen Nesmith Street between Andover Street and
City/MassDOT
East Merrimack Street. It is assumed that this would
require significant grade and right-of-way impacts.
Upgrade traffic signal with a comprehensive
reconstruction project providing new mast arms, signal
MassDOT
heads, backplates and pedestrian signals with updated
phasing and timing.
Conduct an intersection study and adjust signal
MassDOT
phasing where appropriate. Install new signal heads
with arrow indications, if needed.
Install backplates on all overhead signal heads.
MassDOT
Relocate utility pole on northwest corner further west.
City
It is assumed that this improvement will require
coordination with National Grid to determine feasibility.
Resurface Nesmith Street and Andover Street
Project
approaches.
Clean catch basins.
Project
Replace signal heads with LED pedestrian signal
MassDOT
heads.
Page 23
Road Safety Audit—Route 38 Corridor – Lowell, MA
Prepared by BETA Group, Inc.
Table 3. Potential Safety Enhancement Summary
Safety Issue
Complicated Signage
Pavement Markings
Signal Visibility, Signal
Phasing, Fiber Optic
Pedestrian Signals,
Pedestrian
Accommodations
De facto dual left turn
lane eastbound
Safety Enhancement
Remove or relocate all private signs within 300 feet of
the intersection on all approaches.
Responsibility
Safety Payoff
Time Frame
Cost
City
Low
Short-term
$1,000
High
Short-term
--
Nesmith Street/East Merrimack Street
Reapply pavement markings.
Project
Upgrade traffic signal with a comprehensive
reconstruction project providing new mast arms, signal
heads, backplates and pedestrian signals with updated
phasing and timing.
MassDOT
High
Mid-term
$300,000
Install lane configuration signs for East Merrimack
Street eastbound approach.
MassDOT
Medium
Short-term
$400
De facto dual left turn
lane eastbound
Increase enforcement of lane assignments on East
Merrimack Street eastbound approach.
City
Medium
Short-term
Reduced
enforcement
elsewhere
De facto dual left turn
lane eastbound
Queuing and blocking
of intersection
Study left turn capacity and construct resulting
recommendations for improvement.
Install “Do Not Block Intersection” signs on all
approaches.
Conduct an intersection study and adjust signal
phasing where appropriate. Install new signal heads
with arrow indications, if needed.
Install backplates on all overhead signal heads.
Resurface Nesmith Street and East Merrimack Street
approaches.
MassDOT
Medium
Long-term
TBD
MassDOT
Medium
Short-term
$1,000
MassDOT
Medium
Mid-term
$20,000
MassDOT
Medium
Short-term
$5,000
Project
Medium
Short-term
--
MassDOT
Low
Short-term
$10,000
City
Low
Short-term
None
City
Low
Short-term
$25,000
Signal Phasing
Signal Visibility
Pavement Condition
Fiber Optic Pedestrian
Signals, Pedestrian
Accommodations
Parking
Stairs into travel lane
Replace signal heads with LED pedestrian signal
heads.
Enforce no parking area on the Merrimack Street
westbound approach.
Remove stairs along the east side of Nesmith Street
south of East Merrimack Street.
Page 24
Appendix A. RSA Meeting Agenda
Road Safety Audit
Lowell- Route 38 Corridor
Meeting Location: Northern Middlesex Council of Governments
40 Church Street, Suite 200, Lowell, MA
Thursday, February 11, 2010
10:00 AM – 12:30 PM
Type of meeting:
High Crash Location – Road Safety Audit
Attendees:
Invited Participants to Comprise a Multidisciplinary Team
Please bring:
Thoughts and Enthusiasm!!
10:00 AM
Welcome and Introductions
10:15 AM
Review of Site Specific Material
• Crash, Speed & Volume Summaries– provided in advance
• Existing Geometries and Conditions
11:00 AM
Visit the Site
• Drive to the corridor and intersections
o
o
o
o
E. Merrimack Street / Nesmith Street
Andover Street / Nesmith Street
Rogers Street / Boylston Street
Rogers Street / Phoenix Street
• As a group, identify areas for improvement
11:45 AM
Post Visit Discussion / Completion of RSA
• Discuss observations and finalize findings
• Discuss potential improvements and finalize recommendations
12:30 PM
Adjourn for the Day – but the RSA has not ended
Instructions for Participants:
• Before attending the RSA on February 11th, participants are encouraged to drive
through the Route 38 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