ROAD SAFETY AUDIT
I-195 DARTMOUTH
MAJOR HIGHWAY MEDIAN
CROSS-OVER CRASHES
Prepared for
Prepared by
MS Transportation Systems, Inc.
Framingham, Massachusetts
February 2009
ROAD SAFETY AUDIT
I-195 DARTMOUTH
MAJOR HIGHWAY MEDIAN
CROSS-OVER CRASHES
FINAL REPORT
February 2009
Prepared for
Massachusetts Highway Department
Prepared by
MS Transportation Systems, Inc.
300 Howard Street P.O. Box 967
Framingham, Massachusetts 01701
508-620-2832 508-620-6897 (fax)
www.mstransportationsystemsinc.com
I-195 Dartmouth Road Safety Audit
TABLE OF CONTENTS
Page
INTRODUCTION
1
RSA PROCESS
3
ANALYSIS
8
SUMMARY OF RSA FINDINGS/POTENTIAL ACTIONS
11
RECOMMENDATIONS
17
APPENDIX
21
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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-195 in Dartmouth as part of this overall effort. The
roadway section under study, shown in Figure 1, was within the Town limits and included
Interchange No. 11 at Reed Road and Interchange No. 12 at Faunce Corner Road. In
total, the study corridor in Dartmouth is approximately 4.5 miles in length.
The purpose of this I-195 Dartmouth RSA was to assess current safety characteristics
on the highway section under study with particular attention to median cross-over events
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 opinion of MassHighway.
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195
195
Faunce
Corner Road
6
Reed Road
6
- interchange
N
Project Location
W
S
I-195 Road Safety Audit
Dartmouth, Massachusetts
MS Transportation Systems, Inc.
E
1 : 25,000
Framingham, Massachusetts
FIGURE 1
I-195 Dartmouth 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 resulting in recommended actions for
MassHighway to consider being outlined. Data including recent traffic volume data,
summary crash records for the 2004-2007 period, detailed crash narratives 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 section under study was taken by the RSA Consultant. The site visits were
completed prior to the RSA team meeting that was held on September 11, 2008 at the
MassHighway District 5 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-195 Dartmouth Road Safety Audit:
Edward C. Feeney, MassHighway, District 5
Timothy White, FHWA
Paul Liralien, Mass State Police
Erica Grygorcewicz, MassHighway, Design
Jennifer Inzana, MassHighway, Traffic
William J. Scully, MS Transportation Systems
Lisa Schletzbaum, MassHighway, Safety
Lisa Estrela-Pedro, SRPEDD
James Hadfield, SRPEDD
Tim Kochan, MassHighway, District 5 Planning
Erin Kinahan, MassHighway, District 5 Projects
(RSA Consultant)
•
RSA Team Meeting
The RSA team meeting took place on September 11, 2008 at the District 5 offices in
Taunton. Represented were MassHighway (Boston and District), the Federal Highway
Administration (FHWA) as well as the State Police. The transportation planning staff
from the Southeastern Massachusetts Planning and Economic Development District
1
MS Transportation Systems, Inc., Road Safety Audits, Median Cross-Over Crashes, Audit Guidelines,
Prepared for MassHighway, October 2007.
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(SRPEDD) were also in attendance. A list of the team members with contact information
is included in the Appendix. As stated previously, overall characteristics and conditions
of the study section were presented. Following a discussion of the factors that may
affect safety and their relation to median cross-over crashes, the potential opportunities
for safety enhancement were outlined.
Highlights of the RSA meeting discussion were:
 A portion of the study section has recently been resurfaced and includes
recessed markers, rumble strips and delineators.
 There is an inconsistency in the rumble strip condition through the study
section - also the rumble strip in the outside shoulder is placed approximately
6 feet from edge line.
 The inside shoulder, even in the newly resurfaced section, appears to be less
than the design standard minimum (4 feet).
 It was stated that there could be a higher proportion of motorists either new to
the area or at least “infrequent” visitors (attributable to colleges and regional
mall). Some team members felt that this higher level of unfamiliarity may
contribute to a higher level of lane changing as well as less than desirable
driving behaviors.
•
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 (FHWA)
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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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
September 11, 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. A portion of the road section in the
study area had been recently rehabilitated with new surface, recessed markers and
markings. In addition to noting the reconstruction section, the field audits identified the
following:
ƒ
Three (3) travel lanes per direction are provided.
ƒ
Speed limits are posted at 65 miles per hour (mph).
ƒ
Two interchanges in study section are spaced approximately 2.5 miles.
ƒ
The inside shoulder is less than 4 feet in width with a rumble strip.
ƒ
Rumble strips in the outside shoulder were noted to be approximately 6
feet off edge line which does not reflect the current installation practice.
ƒ
Flexible, reflector delineator posts are in place along the median though
some are either missing or in disrepair.
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ƒ
A long, straight and level section of highway exists resulting in a generally
comfortable ride.
ƒ
A portion of study section was recently resurfaced with the major work
completed in late 2007.
ƒ
Recessed (slotted) or embedded pavement markers exit depending on
location in study section.
ƒ
A significant portion of the median is fairly level and open along much of
the section. West of Faunce Corner Road, the median width varies
between 65 and 80 feet. East of Faunce Corner Road, it is 30 to 60 feet
wide before narrowing to the concrete barrier in the New Bedford section
of I-195. There is a turnaround for official use only just west of the
concrete barrier.
ƒ
There is no highway lighting in the study section.
ƒ
The overall pavement surface in the study section was in good to
excellent (recently resurfaced area) condition at the time of the field audit.
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ANALYSIS
In completing the RSA of I-195 in Dartmouth, findings were compiled from the field
audits, the review of the data input provided by team members. The following sections
summarize the conditions of I-195 in the study section and results of the assessment.
I-195 in Dartmouth is a 6-lane freeway with three (3) lanes per direction. The highway
section evaluated is approximately 4.5 miles in total length and includes two
interchanges.
The westernmost interchange in the study section is the I-195
interchange with Reed Road. Approximately 2.5 miles to the east is the I-195
interchange with Faunce Corner Road. The highway within the community and study
limits is fairly straight having an east-west orientation. There is a wide (10 +/- foot)
outside shoulder. The inside paved shoulder is approximately 3 to 4 feet wide. Rumble
strips exist in both the shoulders though it was noted that the rumble strip in the outside
shoulder is approximately 6 to 8 feet off the edge line. Pavement markings were in
place and in generally good condition. There are also flexible, reflective delineator posts
along the median with many posts knocked down or missing. Speeds are posted at 65
miles per hour in Dartmouth.
A section of the highway (approximately 1.7 miles) east of Reed Road has undergone a
recent resurfacing project. The maintenance improvement included new pavement,
rumble strips, markings and recessed (or slotted) reflectors along the lane lines. West of
the resurfacing project, the reflectors were the embedded type.
Figure 2 – View of the median and rumble strip from the
eastbound direction east of Reed Road.
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Based on the recent MassHighway traffic counts, the roadway carries a little over 66,000
vehicles per day in the study section. Figure 3 illustrates the directional volume over the
course of the day for the section west of Hixville Road which is located near the border
of Dartmouth and Westport.
I-195 Dartmouth Traffic Volumes
Figure 3
As can be seen in the diagram, east-west patterns are similar. A morning and afternoon
peak period exists although virtually no difference between eastbound and westbound
volume levels. Total two-way peak hour volumes are slightly over 5,000 vehicles. The
afternoon peak extends for several hours unlike the morning peak hour. Historical truck
counts by MassHighway indicate the 7% of the daily volume are made up of trucks.
Figure 4 – I-195 east of Faunce Corner Road with narrowing open median towards New
Bedford and concrete barrier approaching the Route 140 exit in New Bedford.
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Figure 5 – I-195 eastbound approaching the Faunce Corner Road interchange
Data available as part of the MassHighway crash records system, indicated that
between 2004 and mid - 2008, there were 68 reported crashes related to the median. Of
the 68, there were eight (8) crashes that were identified as cross-median crashes
representing 12.5%. Three (3) of the nine reported median related crashes occurred
after the major resurfacing project was essentially completed. The resurfacing project
did include installation of pavement markers and rumble strips.
Five of the cross-median crashes or 62% resulted in personal injuries. There were no
fatal crashes reported. In most cross-median crashes, the cited causes were either the
driver “swerving” or failing to stay in proper lane. Of the total reported median related
crashes, there were a number of crashes related to “falling asleep or fatigue” (9%) as
well as weather related (28%) resulting in wet road surface. Five of the eight (62%)
cross-median crashes were initiated in the eastbound direction. This pattern was similar
in terms of total reported median crashes as well. There was also a substantial portion
(57%) of the total crashes reported to have occurred under dark conditions.
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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-195 in the
Dartmouth area were identified. There were a number of factors or issues of concern
that were identified as potentially having an effect on the risk and these 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
Median is open, crossable for approximately 9,200 feet in total
through the study section west of Faunce Corner Road, west of
Faunce Corner Road the median is 68-80 feet or width
E
Median is open, crossable for approximately 1,500 feet east of
Faunce Corner Road is 30-60 feet in width
E
Inside shoulder is less than 4 foot minimum width
B
Passing on “right”, inappropriate lane changing
B
East of Reed Road the section is long, straight and fairly level –
increasing fatigue, inattentiveness
C
Faunce Corner Road ramp backups reach mainline
C
Higher level of unfamiliar drivers in area
B
The most important factor of note is the long length of open median in the study section.
The median was examined separately east and west of the Faunce Corner Road
interchange due to the distinct differences in characteristics (i.e. width) of the median.
After reviewing this condition, the open median was deemed crossable. In the west
section, the median width ranges from 68 to 80 feet with approximately 9,200 feet of
“open” median. East of the Faunce Corner Road, the open median is approximately
1,500 feet in length with a width that reduces to under 60 feet becoming as narrow as 30
feet or less where a concrete barrier begins. This factor of “open median” in the study
section west of Faunce Corner Road was rated a ‘E’ due to the majority of median crossover crashes that occurred in this area. The open median factor risk east of Faunce
Corner Road was also assigned a rating of ‘E’ although a worse rating could be
considered due to the narrowness of the median, its flatness and the high probability that
once entering the median in this section, a motorist will in all likelihood cross the median.
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In general, the inside shoulder appeared less than the minimum standard of 4 feet at
approximately 3 feet wide, but did contain a rumble strip. While there was a total of 68
median entries reported over the 4+ years, the RSA team judged that the current width
of the inside shoulder does provide some ability of an errant motorist to recover and
appears to have a minimal risk factor or contribution to median related crashes. It was
assigned a risk rating of ‘B’.
Another factor that has similarly been raised in relation to other highways is that much of
the study section is characterized by long, straight, level sections. The concern is that
while meeting high type highway design standards, this characteristic may contribute to
driver fatigue or inattentiveness, both of which potentially result in unexpected
maneuvers or inappropriate lane changing. Nine (9%) of the reported crashes cited
fatigue as a factor. Most of the reported crashes occurred at night. This factor was
assigned a risk rating of ‘C’.
Another factor noted was that observations show possibly a substantive occurrence of
motorists “passing on the right”. This behavior can contribute to surprising a motorist in
the center lane resulting in “quick” shifts or lane changing to the left. With no hard
evidence specifically related to this, a risk rating of ‘B’ was assigned.
Vehicle queues on the Faunce Corner Road exit ramps were noted to occur periodically
becoming long enough to reach the mainline. When combined with the noted passing
on the right, this could contribute to a greater amount of inappropriate lane changing. A
risk rating of ‘C’ was assigned to this factor.
Lastly, it was the RSA team’s opinion that due to the university in the area as well as the
regional shopping opportunities, there may be a higher proportion of unfamiliarity by the
motorists of the roadway system in the study section.
The next step in the RSA was to identify potential actions to implement in addressing the
safety factors. Given the open median and the primary objective of this RSA program to
reduce or eliminate median cross-over crashes, the potential for a median barrier was
first examined. This is discussed in the next section. The subsequent section discusses
other potential actions addressing the noted factors to consider to enhance safety in the
section.
•
Consideration of a Median Barrier
One of the more significant actions to be considered is to install median barriers in the
current “open” areas. A barrier can be considered when there is a higher than desirable
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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. In addition, a barrier
could be considered when the consequences or severity of a crash without a barrier are
expected to be 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-195 section under study. Figure 5
presents a review of the corridor in relation to the median warrant criteria presented in
the AASHTO RDG4. As can be seen in the diagram, with the median (as measured from
edge line to edge line) between 68 and 80 feet West of the Faunce Corner Road
interchange and a volume of over 66,000 vehicles on an average day, the intersection of
the two items is in the area of the chart where a barrier can be “optional”. A total of
9,200 feet of open median exists in this area of the study section. East of the
interchange, the 1,500 foot long section where the median is 60 feet or less, the warrant
criteria indicates a barrier should be “considered”.
In addition to the chart and related warrant criteria, which is a guideline, further
consideration was given to the following:
ƒ
ƒ
ƒ
The high number of reported median entries (68) over the 4 year period that
equates to more than 16 per year,
A moderate proportion (12.5%) of the median entries over the four (4) year
resulting in crossing the median.
Weather conditions also appear to have an effect (possibly in combination
with the dark, late night driving) in the median and cross-median crashes.
Consequently, based on the analysis of the data, the field drive-thru and discussion of
the conditions by the RSA team members, it was concluded that a median barrier should
be considered for implementation in the section both east and west of the interchange
although they could be programmed separately if necessary for funding purposes. If
programmed separately, it is suggested that the open median East of Faunce Corner
Road be addressed initially given the more narrow median width in this section.
If programming is not an issue, both areas could be done at once.
4
American Association of State Highway and Transportation Officials, Roadside Design Guide,
Washington, D.C., 2002, Chapter 6 Update 2006.
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West of Faunce Corner
Road - median width
68-80 feet
East of Faunce
Corner Road - median
width 30-60 feet
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
MEDIAN WIDTH
(feet)
60
70
ADT - 66,000 +/-
Median Barrier Warrant Analysis
Interstate-195 Road Safety Audit
Dartmouth, Massachusetts
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NOT TO SCALE
Framingham, Massachusetts
Figure 5
I-195 Dartmouth Road Safety Audit
A. Barrier Selection
Once a decision is made to install a barrier, the type must be determined. There are a
number of barrier types that can be considered in addressing the median cross-over
crashes. These include the following:
♦
♦
♦
♦
Weak post W-Beam
Box Beam
Generic Low Tension Cable
High Tension Cable Barrier
♦ Strong post W-Beam
♦ Thrie Beam
♦ Concrete (Jersey)
In deciding on the type of barrier, there are a number of criteria suggested in the
AASHTO Roadside Design Guide. These criteria used in selecting a barrier type are
included in Table 5.
TABLE 5
CRITERIA FOR BARRIER SELECTION
Criteria
1. Performance Capability
2. Deflection
3. Site Conditions
4. Compatibility
5. Cost
6. Maintenance
A. Routine
B. Collision
C. Material Storage
D. Simplicity
7. Aesthetics
8. Field Experience
Comments
Barrier must be structurally able to contain and redirect
design vehicle.
Expected deflection of barrier should not exceed available
deflection distance.
Slope approaching the barrier and distance from traveled
way may preclude use of some barrier types.
Barrier must be compatible with planned end anchor and
capable of transitioning to other barrier systems (such as
bridge railings).
Standard barrier systems are relatively consistent in cost,
but high-performance railings can cost significantly more.
Few systems require a significant amount of routine
maintenance.
Generally, flexible or semi-rigid systems require
significantly more maintenance after a collision than rigid
or high-performance railings.
The fewer different systems used, the fewer inventory
items/storage space required.
Simpler designs, besides costing less, are more likely to
be reconstructed properly by field personnel.
Occasionally, barrier aesthetics are an important
consideration in selection.
The performance and maintenance requirements of
existing systems should be monitored to identify problems
that could be lessened or eliminated by using a difference
barrier type.
Source: AASHTO, Roadside Design Guide, 2002, Chapter 5 Roadside Barriers.
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Based on extensive research and trials over the past five years, the high tension cable
barrier system has become more prominent in the U.S. The cable (flexible) barrier has
its advantages from a cost and aesthetic perspective, over the various guardrail systems
or concrete barrier. The median slope and/or recovery area also affects the use and
placement of any barrier including guardrail.
In addition to the cable barrier systems, the alternative types of guardrail were reviewed
for potential application on this route. Considerations included the volume of traffic,
relative amount of truck traffic and travel speeds. Based on these, the most applicable
types of guardrail for this route include the W-beam with strong post or the strong post
thrie-beam. These rails are appropriate for high speed highways and high volumes with
a relatively high proportion of truck traffic. Costs for each are somewhat similar though
the thrie-beam has a higher cost. The weak post W-beam and box beam can be
eliminated due to the slope and type of highway. The concrete barrier would generally
be applicable in urban sections with limited median widths available. As a result of this
review, it was determined that the median barrier options that are valid for consideration
for I-195 in this section are the cable barrier and strong post guard rail.
Maintenance issues are also an important consideration in decisions regarding median
barrier installations. The maintenance issues that are of concern include:
ƒ
ƒ
ƒ
ƒ
ƒ
ƒ
ƒ
Barrier hits per mile
Frequency of hits
Cost recovery
Cable downtime
Repair effect on traffic
Maintaining tension with cable system
Mowing median
Final selection of the barrier type should be based on the costs, physical condition of the
median, the ability to maintain a recovery zone, likely maintenance or repair
requirements, and compatibility with future planned pavement widening. The key points
of the cable barrier or guardrail are summarized below.
Cable Barrier
While the low tension generic cable system has been in existence for more than 50
years, most of the recent cable system research and installation is focused on the high
tension systems. There are currently six (6) manufacturers with systems approved by
the Federal Highway Administration (FHWA) for use under certain conditions. There are
3-rope or 4-rope cable systems as shown in the following two photographs.
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This barrier type can be installed on slopes of 6:1 or flatter with little constraint on
placement. There are certain systems (Brifen and Gibraltor 4 rope) that have also been
approved for slopes as steep as 4:1 as of this writing. In addition to the lower installation
costs, the cable barrier can usually be located sufficiently away from the pavement area
to allow for recovery zone and a minimal number of hits.
3 Cable CASS System on Route 213
4 – Rope Brifen System on I-495
Guardrail
The guardrail could be placed in the median where slopes are 10:1 or flatter as well as
at the edge of a steep slope or where minimal recovery zones exist. With the guardrail
placed within several feet of the pavement edge, a clear zone (or recovery area) would
be eliminated at least on one side of the median if guardrail is applied on only one side
of the median. It may also be possible to install a single line of double faced barrier
either a greater distance from the pavement edge or along one side in this specific
project area. This would result in some level of recovery zone maintained in one or both
directions.
Per mile costs of the basic types of median barrier treatment to be considered for this
route are summarized in Table 6. Shown in the table are estimated per mile costs of
installing a cable barrier, a double faced W-beam guardrail and a double faced thriebeam guardrail. As can be seen, the cable barrier is expected to be the lower cost
option. It should be noted that the estimated costs for the cable barrier are largely based
on recent limited applications in the Commonwealth. Construction costs for cable
installation could be substantially lower based on experience in other parts of the
country. The W-beam rail is a lower cost option compared to the thrie-beam, however,
there is slightly greater deflection with the W-beam.
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TABLE 6
COMPARISON PER MILE COSTS
Cable vs. Guardrail
Costs/Mile
Cable
$144,000
W-beam
$171,000
Thrie beam
$213,000
There are two basic sections of open median areas candidate for barriers. The section
east of Faunce Corner road is approximately 1,500 feet in length. Cable in this section
would cost approximately $40,000. West of Faunce Corner Road, a length of
approximately 9,200 feet of open median exists. Costs to implement cable barrier could
be approximately $250,500. Using a thrie-beam rail would cost approximately $427,500.
If sections east and west of the interchange are done as one total package, the total
estimated cable barrier would cost approximately $290,000.
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Recommendations
As a result of the RSA analysis and team input, a set of recommendations including
barrier installation have been identified and are summarized in Table 7. These actions
are intended to eliminate the chance of cross-median crashes as well as the severity of
all crashes and improve the overall safety condition of this section of I-195 in Dartmouth.
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
Estimated
Timeframe
Median is open, crossable for
approximately 9,200 feet in total
through the study section west of
Faunce Corner Road, west of
Faunce Corner Road the median
is 68-80 feet or width
E
ƒ
Install median barrier –
total of approximately
9,200 ft
$250,500
(cable)
Median is open, crossable for
approximately 1,500 feet east of
Faunce Corner Road is 30-60 feet
in width
E
ƒ
Install median barrier –
total of approximately
1,500 ft
$40,000
(cable)
Inside shoulder is less than 4 feet
minimum width
B
ƒ Widen shoulder as part
of future
reconstruction
n/a1
ƒ long term
Passing on “right”, inappropriate
lane changing
B
ƒ Increase enforcement
TBD
ƒ short term
East of Reed Road the section is
long, straight and fairly level –
increasing fatigue, inattentiveness
C
ƒ Apply VMS sign
program
$10,000
ƒ long term
Faunce Corner Road ramp
backups reach mainline
C
ƒ Add warning sign
(see Figure 6) EB
$1,500
ƒ short term
Higher level of unfamiliar drivers
in area
B
ƒ Improve informational/
reminders signageapply VMS sign
program
See above
ƒ short term
ƒ
medium term
ƒ medium term
TBD – to be determined
MS Transportation Systems, Inc.
Page 19
I-195 Dartmouth Road Safety Audit
As shown in Table 7, it is recommended that a median barrier be installed both east and
west of the Faunce Corner Road interchange. In total, approximately 10,700 feet (2
miles ±) of barrier would be installed with the larger section being west of Faunce Corner
Road. The use of cable barrier would result in an estimated cost of approximately
$290,000.
A longer term action is to increase the inside paved shoulder to at least the minimum
standard of 4 feet. This would not be anticipated until the section of road undergoes
future rehabilitation. At the same time, a consistent new rumble strip can be put in
place. The rumble strip in the outside shoulder could also be corrected at that time.
The inappropriate lane changing and noticeable occurrences of “passing on the right”
will require increase enforcement levels to address. This could be accomplished in the
short term.
Related factors of long straight sections of highway and unfamiliarity of motorists in the
area result in suggestions for supplemental guide signage – possibly VMS signage. The
objective is to provide more informed notice of destinations (i.e. UMass Dartmouth)
accessed via Interchange 12 in adequate time including reminders. The VMS signage
would require longer timeframe unless the portable units were used in the short term.
Signage is also recommended on the eastbound approach to Exit 12 to inform motorists
of possible vehicle queues extending to the mainline at Faunce Corner Road. A sample
legend is shown in Figure 6.
EXPECT OFFRAMP BACKUPS
AT EXIT 12
Figure 6
Sample Legend for Motorist Warning for Queues
MS Transportation Systems, Inc.
Page 20
I-195 Dartmouth Road Safety Audit
Appendix
•
•
•
•
•
MS Transportation Systems, Inc.
RSA Meeting Agenda
RSA Attendance List
Median Crash Diagram
Crash Data
Traffic Volume Data
Page 21
Road Safety Audit
Dartmouth and Fairhaven – Interstate 195
Meeting Location: MassHighway District 5 Office
1000 County Street, Taunton
Thursday, September 11, 2008
11:00 AM – 1:00 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
12:15 PM
Completion of RSA
• Identification of Safety Concerns – using RSA Prompt List as a guide
• Identification of Possible Countermeasures
1:00 PM
Adjourn for the Day – but the RSA has not ended
Instructions for Participants:
• Before attending the RSA on September 11th participants are encouraged to drive
Interstate 195 in Fairhaven (between Interchanges 10-13) and Dartmouth (between
Interchanges 17-19) 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
Route 195 Dartmouth-Fairhaven September 11, 2008
MassHighway District 5 Offices, Taunton MA
Attendance List
Name
Agency/Dept.
Email
Bill Scully
MS Transportation Systems, Inc.
bscullyjr@mac.com
Edward C. Feeney
MassHighway, District 5
edward.feeney@mhd.state.ma.us
Erica Grygorcewicz
MassHighway, Highway Design
erica.grygorcewicz@mhd.state.ma.us
Jennifer Inzana
MassHighway, Traffic
jennifer.inzana@mhd.state.ma.us
Lisa Estrela-Pedro
SRPEED
lestrela@srpeed.org
Jim Hadfield
SRPEED
jhadfield@srpeed.org
Tim white
FHWA
timothy.A.White@fhwa.dot.gov
Paul Liralien
MSP
Paul.J.Liralien@pol.mass.us
Tim Kochan
MassHighway, District 5
timothy.kochan@mhd.state.ma.us
Erin Kinahan
MassHighway, District 5
erin.kinahan@mhd.state.ma.us
Lisa Schletzbaum
MassHighway, Safety
lisa.schletzbaum@mhd.state.ma.us
MS Transportation Systems, Inc.
OLD FALL RIVER ROAD
OLD FALL RI
Interstate 195 Median Crashes
±
VE R R OAD
L
VI L
HIX
ER
OA
RO
A
D
D
DARTMOUTH
RE E
D
Crash IDs
between 1 - 19
Crash IDs
between 33 - 52
Crash IDs
between 28 - 31
11
"
)
§
¦
¨
195
25
20 21
OF
TH
E
AD
Y
BL
I
C
HI
AY
Type of Median Crash 2004 - 2008 * Major Roads
£
¤
6
STAT E ROAD
Principal Arterial
Municipal Boundary
Minor Arterial
0.25
0.5
0.75
Miles
1
O
LD
W
E
RT
AD
AD
Local
* 2007 & 2008 crash files have not yet been closed.
PO
ST
O
R RO
Collector
R
D
RO A
Median,
Non-Fatal Crash
WESTPORT
CU M
SLO
Interstate
STAT E ROAD
E
TU CK
Cross Median, Non-Fatal Crash
OA D
GH
W
R
CR OS S
RE
PU
Legend
0
195
RO
M
§
¦
¨
27
HA
TH
AW
AY
AR
26
RO
AD
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23 24
32
CH
AS
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AN
12
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)
22
MASSACHUSETTS HIGHWAY SAFETY DIVISION
CRASH SUMMARY OF MEDIAN RELATED CRASHES
I-195
ROADWAY:
NO.
CITY: Dartmouth
1/1/2004
STUDY PERIOD:
CRASH NUMBER
TO
CRASH DAY
TIME OF DAY
Crashes contained in the Crash System through 7/30/2008
CRASH DATE
LOCATION: Faunce Corner Rd. to Reed Rd.
TRAVEL
LIGHT
WEATHER
ROAD
REASON FOR
VEHICLE
MEDIAN OR CROSS
DRIVER CONTRIBUTING
CRASH
DIRECTION
CONDITION
CONDITION
SURFACE
RUNNING OFF ROAD LEFT
MOVEMENT
MEDIAN CRASHES
CAUSE
SEVERITY
1
2231713
Saturday
12:00 AM
9/15/2007
WB
Dark-Not lighted
Clear
Dry
Driver was attempting to merge onto the road and was cutoff by motorcycle and spun into the left guardrail
Right travel lane across WB lanes into median guardrail
Median
Not Reported
Non-Fatal injury
2
1804792
Friday
12:28 PM
05/28/04
WB
Daylight
Rain/ Cloudy
Wet
Driver was operating too fast, lost control of vehicle striking left guardrail then swerved into other WB traffic
Left travel lane into left guardrail into other WB travel lanes
Median
Exceeded authorized speed limit
Property Damage Only
Non-Fatal injury
3
1995125
Saturday
2:05 PM
10/15/05
EB
Daylight
Rain/Cloudy
Wet
Vehicle went through a puddle and hydroplaned into the left guardrail and then went across all EB lanes into right guardrail
Left travel lane into median guardrail across EB lanes into right guardrail
Median
No improper driving
4
2041195
Wednesday
3:20 PM
11/16/05
EB
Daylight
Clear
Dry
Driver had a coughing spell and blacked out and drifted into left guardrail and eventually stopped in the median
Left travel lane into median guardrail and median
Median
Illness
Property Damage Only
5
2156274
Friday
3:25 PM
6/2/06
EB
Daylight
Clear
Wet
Driver stated that the vehicle hit a puddle and hydroplaned into the left guardrail
Center travel lane into median guardrail
Median
Driving too fast for conditions
Non-Fatal injury
Property Damage Only
6
2157263
Thursday
4:35 PM
9/21/2006
EB
Daylight
Clear
Dry
Driver was cut off by another vehicle and driver swerved to avoid collision and crashed into the left guardrail
Center travel lane into median
Median
No improper driving
7
2157406
Friday
1:20 AM
9/29/2006
EB
Dark-Not lighted
Rain/Cloudy
Wet
Driver stated that a tire blew out on the vehicle causing the vehicle to spin out of control into the left guardrail
Center travel lane into median guardrail
Median
Failure to keep in proper lane
Property Damage Only
8
1899488
Monday
12:00 AM
04/05/04
EB
Dark-Not lighted
Rain
Wet
Driver operating too fast, lost control of vehicle and hydroplaned into the median stricking several small trees
Left travel lane into median
Median
Driving too fast for conditions
Property Damage Only
9
1995494
Tuesday
6:40 PM
08/23/05
WB
Daylight
Clear
Dry
Vehicle merged into center travel lane and hit another vehicle and then hit left guardrail
Center travel lane into median guardrail
Median
Failure to keep in proper lane
Non-Fatal injury
10
2156121
Sunday
2:32 AM
8/13/2006
WB
Dark-Not lighted
Clear
Dry
Driver fell asleep and drifted into the median where the vehicle flipped over several times
Center travel lane into median
Median
Fatigued/asleep
Non-Fatal injury
11
2157809
Saturday
1:47 PM
12/2/2006
WB
Daylight
Clear
Dry
Both vehicles were traveling in the middle lane and vehicle 2 struck vehicle 1 from behind and both vehicles traveled into the median
Center travel lane into median
Median
Followed too closely
Property Damage Only
12
2304327
Thursday
1:10 AM
4/3/2008
EB
Dark-Not lighted
Clear
Dry
Driver fell asleep and vehicle drifted into the left guardrail then spun out across all lanes to the right guardrail
Left travel lane into median guardrail across all lanes to right guardrail
Median
Not Reported
Non-Fatal injury
13
2323472
Sunday
7:10 PM
5/18/2008
EB
Daylight
Cloudy/Rain
Wet
Driver said another vehicle entered her lane causing her to lose control and spin into the median
Left travel lane into median
Median
Not Reported
Non-Fatal injury
14
2332869
Tuesday
2:07 PM
5/27/2008
WB
Daylight
Clear
Dry
Driver lost control of the vehicle which traveled across all WB lanes, across median, and across all EB lanes into a tree
WB right travel lane, across median, across EB lanes
Cross Median
Not Reported
Non-Fatal injury
15
2241373
Tuesday
8:00 AM
9/25/2006
EB
Daylight
Clear
Dry
Vehicle entered the median and then drove back onto Rt. 195 EB where it was struck by another vehicle
EB travel lanes into median then back into EB lanes
Median
Failure to keep in proper lane
Property Damage Only
16
2020148
Saturday
5:20 PM
12/24/05
EB
Dark-Not lighted
Clear
Dry
Vehicle was struck in the side by an unknown vehicle and was pushed into the median
Left travel lane into median
Median
No improper driving
Property Damage Only
17
2166440
Wednesday
7:30 AM
2/14/2007
EB
Daylight
Snow
Snow
Driver lost control due to road conditions and spun into the left guardrail
Left travel lane into median guardrail
Median
No improper driving
Property Damage Only
18
2323052
Sunday
12:34 PM
5/11/2008
EB
Dark-Not lighted
Clear
Dry
Deer ran into road and vehicle struck the deer then pulled into the median
Right travel lane into median
Median
Not Reported
Property Damage Only
19
2268646
Tuesday
10:45 PM
11/20/2007
EB
Dark-Not lighted
Clear
Dry
Vehicle was struck from behind causing it to spin across the median into the WB lanes
EB center travel lane across median into WB lanes
Cross Median
Not Reported
Property Damage Only
20
2040929
Monday
3:30 PM
09/19/05
EB
Daylight
Clear
Dry
Debris fell from a truck and all vehicles attempted to stop in traffic; several vehicles hit each other and came to rest in the median
Left travel lane into median
Median
Followed too closely
Non-Fatal injury
21
1954732
Saturday
11:42 AM
10/30/04
EB
Daylight
Cloudy/Rain
Wet
Driver lost control of vehicle which spun into left guardrail
Center lane into left guardrail
Median
No improper driving
Non-Fatal injury
22
1887592
Friday
11:55 PM
08/27/04
WB
Dark-Not lighted
Cloudy
Dry
Vehicle swerved to avoid debris in road and lost control of vehicle striking the left guardrail several times
Center travel lane into guardrail
Median
Over-correcting/over-steering
Non-Fatal injury
23
1888346
Wednesday
7:25 PM
12/22/04
EB
Dark-Not lighted
Clear
Dry
Driver was looking for a CD and did not see vehicle in front of him, swerved to avoid collision, lost control and rolled over into median
Right travel lane into median
Median
Failure to keep in proper lane
Property Damage Only
24
1887625
Monday
7:36 AM
09/06/04
EB
Daylight
Clear
Dry
Driver lost control of vehicle for unknown reason which veered into the median and rolled over
Left travel lane to median
Median
Failure to keep in proper lane
Property Damage Only
25
1887864
Wednesday
9:40 AM
11/10/04
WB
Daylight
Clear
Dry
Disabled vehicle partly in lane caused driver to swerve around it. Driver lost control and entered median then struck another vehicle
Left lane into middle lane across to median then back into center lane then back into median
Median
Inattention
Property Damage Only
26
1888290
Thursday
5:50 AM
12/16/04
EB
Dark-Not lighted
Clear
Dry
Driver fatigued and drove into the back of another vehicle and both vehicles ended up in the center median
Right travel lane into median
Median
Fatigued/asleep
Non-Fatal injury
27
1997110
Sunday
2:10 AM
05/01/05
EB
Dark-Not lighted
Rain
Wet
Driver lost control of vehicle and entered the center median and struck a tree
Middle travel lane into median
Median
Failure to keep in proper lane
Non-Fatal injury
28
2095364
Tuesday
10:35 PM
6/6/06
EB
Dark-Not lighted
Cloudy
Dry
Driver was speeding and lost control and spun out and then was struck by another vehicle and was pushed into the median
Left travel lane to center travel lane into median
Median
Operating vehicle in erratic, careless, etc. manner
Non-Fatal injury
29
2014683
Saturday
7:30 PM
11/12/05
EB
Dark-Not lighted
Clear
Dry
Driver was not paying attention and entered the median, hit and mounted the jersey barriers, hit bridge support and rolled onto road
Left travel lane into median, onto jersey barriers then back onto EB lanes
Median
Failure to keep in proper lane
Non-Fatal injury
30
1887892
Friday
12:00 AM
11/12/04
EB
Dark-Not lighted
Clear
Dry
Deer ran into road from median and vehicle attempted avoid deer when it struck another vehicle and swerved through the median
Center lane across median into WB shoulder
Cross Median
No improper driving
Non-Fatal injury
31
1954379
Saturday
4:20 AM
08/21/06
WB
Dark-Not lighted
Clear
Dry
Another vehicle traveling EB in WB lanes forced vehicle 1 into median, vehicle 1 went across median and all EB lanes
WB center lane across median and EB lanes into EB shoulder
Cross Median
No improper driving
Non-Fatal injury
32
2156892
Saturday
9:59 PM
8/19/2006
WB
Dark-Not lighted
Clear
Dry
Driver was cut off by unknown vehicle and swerved sharply to the left, lost control, and skidded into the median and rolled over
Center travel lane into median
Median
No improper driving
Non-Fatal injury
33
1888360
Sunday
2:35 AM
12/26/04
WB
Dark-Not lighted
Clear
Dry
Police examination revealed vehicle drifted right across lanes then left sharply and rolled over coming to rest partly in the median
Left travel lane into breakdown lane across all lanes into median
Median
Fatigued/asleep
Non-Fatal injury
34
1927215
Monday
3:00AM
04/04/05
EB
Dark-Not lighted
Clear
Dry
Driver swerved to avoid deer in roadway and lost control skidding into the left guardrail
Left travel lane into guardrail
Median
Unknown
Property Damage Only
35
1995745
Friday
9:55 PM
07/15/05
EB
Dark-Not lighted
Clear
Dry
Vehicle's tire blew out and caused the driver to swerve into the left guardrail
Left travel lane into guardrail
Median
No improper driving
Property Damage Only
36
2040932
Wednesday
6:45 AM
07/20/05
EB
Daylight
Clear
Dry
Driver was driving erratically and struck a car in the right BDL and then went across all 3 lanes and crossed the median into WB lanes
Right travel lane into BDL and across all EB lanes across median into WB lanes
Cross Median
Failure to keep in proper lane
Non-Fatal injury
37
2041087
Friday
9:45 PM
11/11/05
EB
Dark-Not lighted
Clear
Dry
Vehicle was struck from behind at and angle causing it to spin into the median
Center travel lane into median
Median
Not Reported
Non-Fatal injury
38
2067794
Saturday
5:15 PM
5/20/06
EB
Daylight
Cloudy/Rain
Wet
Vehicle 1 was speeding and rear ended vehicle 2 and both cars came to rest in the median
Center travel lane into median
Median
Exceeded authorized speed limit
Non-Fatal injury
39
2157493
Saturday
12:00 AM
10/7/2006
EB
Dark-Not lighted
Clear
Dry
Driver lost control of vehicle and spun out into the median
Left travel lane into median
Median
Failure to keep in proper lane
Non-Fatal injury
40
2114460
Sunday
9:45 PM
10/22/2006
EB
Dark-Not lighted
Cloudy
Dry
Driver fell asleep and struck the right guardrail and the vehicle then spun across all EB lanes into the median
Right travel lane into right guardrail across all EB lanes into median
Median
Failure to keep in proper lane
Property Damage Only
41
2166311
Sunday
2:55 AM
1/28/2007
EB
Dark-Not lighted
Snow/Sleet
Snow
Driver was speeding and lost control of the vehicle and spun into the median and struck several trees, driver arrested for OUI
Left travel lane into median
Median
Driving too fast for conditions
Non-Fatal injury
42
2166342
Thursday
4:45 AM
2/1/2007
EB
Dark-Not lighted
Clear
Dry
Driver fell asleep at the wheel and traveled into the median, struck a tree and rolled over
Left travel lane into median
Median
Fatigued/asleep
Non-Fatal injury
43
1887621
Sunday
5:55 PM
09/05/04
EB
Daylight
Clear
Dry
Driver was operating too fast and lost control of vehicle which spun into the jersey barrier and eventually rolled over into the median
Left travel lane into median barrier into median (median barrier ended)
Median
Failure to keep in proper lane
Non-Fatal injury
44
2057643
Sunday
1:10 AM
1/1/06
EB
Dark-Not lighted
Snow/Rain
Snow
Driver lost control of vehicle and entered the median
Center travel lane into median
Median
Driving too fast for conditions
Property Damage Only
45
2067882
Sunday
3:15 PM
6/11/2006
EB
Daylight
Clear
Dry
Vehicle had tire blow out causing the driver to cross the median into WB traffic and stop in WB right shoulder
EB right travel lane across median to WB right shoulder
Cross Median
No improper driving
Property Damage Only
46
2219943
Tuesday
2:19 AM
4/17/2007
EB
Dark-Not lighted
Clear
Dry
Vehicle entered the median for unknown reason and driver tried to correct and vehicle rolled over
Left travel lane into median
Median
No improper driving
Property Damage Only
47
2252497
Wednesday
11:55 AM
6/6/2007
WB
Daylight
Clear
Dry
Driver lost control of vehicle due to possible medical condition and travel across the median into WB lanes and hit vehicle head on
EB lanes across median into WB lanes
Cross Median
Not Reported
Non-Fatal injury
48
2289284
Friday
7:42 PM
2/22/2008
EB
Dark-Not lighted
Cloudy/Sleet
Ice
Driver was traveling too fast and lost control on ice patch and struck several other vehicles and all came to rest in the median
Center travel lane into median
Median
Not Reported
Property Damage Only
49
2298370
Friday
7:32 AM
2/22/2008
EB
Daylight
Snow
Ice
Vehicle was struck from behind and forced into the median strip
Left travel lane into median
Median
Not Reported
Property Damage Only
50
2051179
Wednesday
7:25 AM
4/26/06
EB
Daylight
Clear
Dry
Driver attempted to pass slower vehicle and then lost control and spun into the median
Center travel lane into median
Median
No improper driving
Property Damage Only
51
2056273
Thursday
11:02 PM
05/05/05
EB
Dark-Not lighted
Clear
Dry
Driver drove into the median because "he was startled by another car's horn" and then re-entered road and struck another vehicle
Left travel lane into median
Median
Failure to keep in proper lane
Non-Fatal injury
52
2016703
Friday
8:40 AM
11/25/05
WB
Daylight
Clear
Dry
Driver swerved to avoid another car entering the lane and lost control of the vehicle and hit the left guardrail
Left travel lane into median guardrail
Median
No improper driving
Property Damage Only
53
1954544 *
Monday
9:05 AM
09/20/04
WB
Daylight
Clear
Dry
Driver was cut off by unknown vehicle causing him to steer left striking another vehicle and ending up in the median
Center travel lane into median
Median
No improper driving
Property Damage Only
54
1954644*
Saturday
6:25 PM
10/16/04
EB
Dusk
Cloudy
Dry
Driver was drunk and crossed all lanes while entering roadway and struck left guardrail and another vehicle
On-ramp into left guardrail
Median
Operating vehicle in erratic, careless, etc. manner
Property Damage Only
55
1995488*
Wednesday
4:38 PM
08/24/05
WB
Daylight
Clear
Dry
Two vehicles merged into the center lane at the same time, one driver tried to avoid collision and lost control and hit the left guardrail
Center travel lane into median guardrail
Median
Inattention
Non-Fatal injury
56
1995559 *
Sunday
3:25 AM
08/14/05
WB
Dark-Not lighted
Clear
Dry
Vehicle was rear ended and traveled into the right BDL before traveling across all lanes and striking the left guardrail
Right travel lane into right BDL then across all lanes into the median guardrail
Median
Fatigued/asleep
Property Damage Only
57
1997056 *
Saturday
3:38 AM
05/14/05
WB
Dark-Not lighted
Clear
Dry
Driver fell asleep and struck left guardrail, traveled back and forth across all travel lanes and struck left guardrail a second time
Left travel lane into guardrail then back and forth across all lanes and into left guardrail again
Median
Fatigued/asleep
Property Damage Only
58
2040927 *
Wednesday
10:50 PM
12/28/05
WB
Dark-Not lighted
Clear
Dry
Driver lost control of vehicle and entered the center median and struck a tree
Center travel lane into median
Median
Inattention
Property Damage Only
59
2051164 *
Sunday
3:35 AM
4/23/06
EB
Dark-Not lighted
Clear
Dry
Driver lost control due to high speed and hit the right guardrail before traveling across lanes into left guardrail
Right travel lane into right guardrail across all EB lanes into median guardrail
Median
Failure to keep in proper lane
Unknown
60
2053500 *
Monday
7:45 AM
02/21/05
WB
Daylight
Cloudy/Snow
Snow
Driver hit a patch of ice and skidded into the left guardrail
Left travel lane into guardrail
Median
No improper driving
Property Damage Only
61
2057650 *
Tuesday
8:30 AM
1/3/06
EB
Daylight
Cloudy/Sleet
Wet
Driver lost control of the vehicle because of poor weather and road conditions and struck left guardrail
Left travel lane into median guardrail
Median
No improper driving
Property Damage Only
62
2067762 *
Saturday
12:00 AM
5/13/06
EB
Dark-Not lighted
Cloudy/Rain
Wet
Driver lost control while trying to avoid a stopping vehicle and spun into the left guardrail and overturned
Center travel lane into median guardrail
Median
Swerving or avoiding due to conditions, traffic
Property Damage Only
63
2067923 *
Saturday
3:10 AM
6/24/2006
EB
Dark-Not lighted
Rain/Cloudy
Wet
Driver lost control of the vehicle for unknown reason and entered the median
Left travel lane into median
Median
Failure to keep in proper lane
Unknown
64
2157302*
Sunday
2:30 AM
11/12/2006
EB
Dark-Not lighted
Rain
Wet
Vehicle traveled from the left lane into the right guardrail and then across all EB lanes and into the median and rolled over
Left travel lane into right guardrail across EB lanes into median
Median
Unknown
Not Reported
65
2157935 *
Saturday
5:32 PM
12/16/2006
WB
Dark-Not lighted
Clear
Dry
Vehicle left the roadway for unknown reason and hit right guardrail and came to rest up against the left guardrail
Center travel lane into right guardrail across WB lanes to median guardrail
Median
Failure to keep in proper lane
Property Damage Only
66
2228039 *
Sunday
6:40 AM
7/17/2007
WB
Daylight
Clear
Dry
Driver stated she lost control of the vehicle and crossed all WB lanes into right guardrail and then across lanes again into left guardrail
Left travel lane across all lanes into right guardrail across all lanes again into median guardrail
Median
Not Reported
Property Damage Only
67
2297845 *
Sunday
3:20 AM
3/16/2008
EB
Dark-Not lighted
Clear
Dry
Driver possible fell asleep and crossed the median and went across all WB lanes and into a tree
EB left travel lane across median and across all WB lanes
Cross Median
Not Reported
Property Damage Only
68
2309132 *
Monday
2:11 AM
4/14/2008
WB
Dark-Not lighted
Clear
Dry
Driver struck rear of another vehicle for unknown reason and then rolled over in the left lane and came to rest in the median
Right travel lane across WB lanes into median
Median
Not Reported
Non-Fatal injury
* Crash could not be located in geocoder.
LIGHT CONDITION
WEATHER CONDITION
TOTAL NO.
DAYLIGHT
DUSK
DARK - NOT LIGHTED
CLEAR
CLOUDY
RAIN
68
28
1
39
46
4
11
7
100%
41%
1%
57%
68%
6%
16%
10%
MEDIAN OR CROSS MEDIAN
TOTAL NO.
SNOW/SLEET
ROAD SURFACE
CRASH SEVERITY
MEDIAN
CROSS MEDIAN
PROPERTY DAMAGE
ONLY
NON-FATAL INJURY
UNKNOWN/ NOT
REPORTED
DRY
WET
68
60
8
35
30
3
49
13
6
100%
88%
12%
51%
44%
4%
72%
19%
9%
SWERVING OR AVOIDING
DUE TO CONDITIONS,
TRAFFIC
ILLNESS
INATTENTION
FATIGUED/ASLEEP
FOLLOWED TOO
CLOSELY
NO IMPROPER
DRIVING
OPERATING VEHICLE IN AN ERRATIC, CARELESS, ETC. MANNER
OVER-CORRECTING/ OVER-STEERING
DRIVING TOO FAST FOR
CONDITIONS
UNKNOWN
SNOW/ ICE
DRIVER CONTRIBUTING CAUSE
TOTAL NO.
FAILURE TO KEEP IN PROPER EXCEEDED AUTHORIZED SPEED
LANE
LIMIT
NOT REPORTED
68
15
2
1
1
3
6
2
16
2
1
4
2
13
100%
22%
3%
1%
1%
4%
9%
3%
24%
3%
1%
6%
3%
19%
2007 AND 2008 CRASH INFORMATION IS NOT COMPLETE
CRASH SUMMARY IS BASED ON CRASH REPORTS SUBMITTED ELECTRONICALLY WITH STATE POLICE NARRATIVES
I-195, West of Hixville Rd 04/29/2004
Eastbound Westbound
Direction
Direction
TOTAL
Start time
12:00 AM
326
199
525
1:00 AM
188
128
316
2:00 AM
124
117
241
3:00 AM
100
89
189
4:00 AM
187
207
394
5:00 AM
563
735
1,298
6:00 AM
1,491
1,885
3,376
7:00 AM
2,482
2,639
5,121
8:00 AM
2,213
2,351
4,564
9:00 AM
1,665
1,797
3,462
10:00 AM
1,597
1,742
3,339
11:00 AM
1,653
1,749
3,402
12:00 PM
1,732
1,875
3,607
1:00 PM
1,832
1,823
3,655
2:00 PM
2,041
2,012
4,053
3:00 PM
2,571
2,570
5,141
4:00 PM
2,687
2,621
5,308
5:00 PM
2,572
2,561
5,133
6:00 PM
2,076
1,954
4,030
7:00 PM
1,389
1,317
2,706
8:00 PM
1,093
971
2,064
9:00 PM
987
892
1,879
10:00 PM
804
619
1,423
11:00 PM
608
364
972
Daily Total
32,981
33,217
66,198
Eastbound Direction
Westbound Direction
3,000
2,500
2,000
1,500
1,000
500
0
12
:0
0
1: A M
00
2: AM
00
3: AM
00
4: AM
00
5: AM
00
6: AM
00
7: AM
00
8: AM
00
9: AM
0
10 0 A
:0 M
11 0 A
:0 M
12 0 A
:0 M
0
1: P M
00
2: PM
00
3: PM
00
4: PM
00
5: PM
00
6: PM
00
7: PM
00
8: PM
00
9: PM
0
10 0 P
:0 M
11 0 P
:0 M
0
PM
Hourly Volume (Number of Vehicles)
Directional Traffic Volumes along I-195, West of Hixville Road, Dartmouth
Thursday, April 29, 2004
Time of Day