ROAD SAFETY AUDIT
MAJOR HIGHWAY MEDIAN
CROSS-OVER CRASHES
I-495 Norton
Prepared for
Massachusetts Highway Department
Prepared by
MS Transportation Systems, Inc.
Framingham, Massachusetts
February 2009
ROAD SAFETY AUDIT
MAJOR HIGHWAY MEDIAN
CROSS-OVER CRASHES
I-495 NORTON
FINAL REPORT
February 2009
Prepared for
Massachusetts Highway Department
Prepared by
MS Transportation Systems, Inc.
Consulting Engineers and Planners
300 Howard Street, P.O. Box 967
Framingham, Massachusetts 01701
Tel: (508) 620-2832 Fax: (508) 620-6897
www.mstransportationsystemsinc.com
I-495 Norton Road Safety Audit
TABLE OF CONTENTS
Page
INTRODUCTION
1
RSA PROCESS
3
ANALYSIS
8
SUMMARY OF RSA FINDINGS/POTENTIAL ACTIONS
11
RECOMMENDATIONS
16
APPENDIX
18
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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-495 in Norton as part of this overall effort. The roadway
section under study, shown in Figure 1, encompassed Interchange No. 10 at Route 123.
The study section was approximately 2.2 miles in length. This section had experienced
a cross-median crash.
The purpose of this I-495 Norton RSA was to assess current safety characteristics on
the highway section under study and to recommend a set of actions to enhance the safe
operation of the highway section under study. Recommendations contained in this
report reflect the overall consent of the RSA team and do not necessarily reflect the
official views of MassHighway.
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Page 1
495
Mansfield
Route 140
Study Section
Interchange 10
Route 123
495
Norton
Taunton
N
Project Location
W
S
I-495 Road Safety Audit
Norton, Massachusetts
MS Transportation Systems, Inc.
E
1 : 25,000
Framingham, Massachusetts
FIGURE 1
Route I-495 Norton Road Safety Audit
RSA PROCESS
The overall procedures outlined in the Median Cross-Over RSA Guideline Report1 were
followed with some modifications given the characteristics of the facility being reviewed.
The process included identifying RSA team members; conducting field visits; holding a
RSA team meeting and then completing an assessment of the data and findings from
the field visits and meetings to render recommended actions for MassHighway to
consider. Data including recent traffic volume data, summary crash records for the 20042007 period, detailed crash reports of cross-over crashes, and available record highway
plans were obtained and reviewed by the RSA consultant. Field visits were conducted
by the RSA team members. A video recording of the sections under study was taken by
the RSA Consultant. The site visits were completed prior to the RSA team meeting that
was held on September 25, 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-495 Norton Road Safety Audit:
Jessica Stanley, MassHighway, Highway
Jackie Schmidt, SRPEDD
Timothy Kochan, MassHighway, District 5
Bonnie Polin, MassHighway, Safety
Timothy White, FHWA
Daniel O’Sullivan, State Police
•
Xian Chen, MassHighway
Edward C. Feeney, MassHighway
Lisa Schletzbaum, MassHighway, Safety
Management Unit
Erin Kinahan, MassHighway, District 5
William J. Scully, MS Transportation systems
(RSA Consultant)
RSA Team Meeting
The RSA team meeting took place on September 25, 2008 at the District 5 offices in
Taunton. The team included engineers, planners and a representative from the State
Police barrack that has jurisdiction of I-495 in Norton. Represented were MassHighway
(Boston and District), the Federal Highway Administration (FHWA) as well as the State
Police and regional planning agency staff. Contact information of the RSA team is in the
1
MS Transportation Systems, Inc., Road Safety Audits, Median Cross-Over Crashes, Audit Guidelines,
Prepared for MassHighway, October 2007.
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Route I-495 Norton Road Safety Audit
Appendix. As stated previously, overall characteristics and conditions of the study
section were presented. A video and pictures were reviewed and a discussion of the
potential safety opportunities for enhancement followed.
The major discussion at the RSA meeting centered on the fact that only one (1) of twelve
median related crashes was reported as a cross-median crash and that the current
geometric design of the section and median under study appears to be more than
sufficient to result in minimal or no cross-over events. With the exception of areas of
vegetation, the section has a clear zone area where errant motorists should be able to
safely recover and stop prior to reaching the opposite direction.
At the meeting, it was noted that the cross-median crash resulted in a personal injury but
that overall, it had been an area in which a relatively low number of median related
crashes have been reported. The overall design and condition of the roadway appeared
to be generally adequate and minimally contribute to the cross-median type of crash.
However, it was noted that the curve and vegetation on the southbound approach to the
exit may affect the visibility of traffic that could lead to quick lane changing once
motorists come around the curve.
Items noted at the RSA team meeting were:




The pavement surface in the study section is in generally good condition.
The general alignment results in a comfortable ride.
The median is largely open but fairly wide.
It was noted that there were numerous groves of trees most of which
were in close proximity to the pavement.
 It was also noted that there was limited guidance or delineation of the
median location for motorists.
•
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 FHWA training materials3. The basic tasks included:
2
3
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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Route I-495 Norton Road Safety Audit
•
•
•
•
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.
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
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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.
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 on or before September 25,
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. 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
The study section of road has an inside shoulder that is slightly less than
4 feet in width in the SB direction but appears to be between 2 and 3 feet
wide in the NB direction.
ƒ
The pavement markings were in average condition for part of the section.
ƒ
Rumble strips exist in the inside shoulder approximately 6 inches from
edge line. Rumble strips also exist in the outside shoulder.
ƒ
The geometry of the highway results in a generally comfortable ride.
ƒ
The median is fairly level and open though with a mix of areas or sections
that include tree groves.
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Route I-495 Norton Road Safety Audit
ƒ
In open areas, the median is fairly wide providing a sizeable recovery
zone.
ƒ
The tree groves are relatively close to the pavement section.
ƒ
The median can be classified as “depressed” for the most part – with a
6:1 slope or flatter. The area within approximately 5 to 10 feet of the
pavement, for the most part, is flatter than 6:1.
ƒ
Although just south of the study section, it was noted for future reference
in the field reconnaissance that the pavement type and its condition were
different and below average approximately midway between Interchange
9 and 10. Much of the deterioration appears to relate to areas where the
embedded markers are or were located.
ƒ
The curve in the southbound direction combined with the thick vegetative
growth to the right roadside (i.e. inside of curve) limits to some extent
approach visibility of off-ramp at Interchange No.10 – this condition can
give the driver a feeling of the interchange “coming up quickly” and may
result in inappropriate lane changing.
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Route I-495 Norton Road Safety Audit
ANALYSIS
In completing the RSA of I-495 in Norton, findings were compiled from the field audits,
the review of the data, and input provided by team members. The following paragraphs
summarize the results from each of the key components of the assessment.
The section of I-495 under study is approximately 2.2 miles in length. The section
includes the interchanges: (No. 10) for Route 123 shown in Figure 2. The section of I495 in Norton under study is a major limited access highway that is aligned in the northsouth direction. The interchange provides for access from the south to the Comcast
Center (large capacity performance amphitheater). The study section is fairly gentle in
terms of horizontal and vertical changes. However, there is a large radius curve
approaching the interchange from the north. The highway consists of three (3) travel
lanes per direction with a full outside shoulder. The outside shoulders are approximately
10 feet wide. Inside shoulders are less than 4 feet in width. Rumble strips exist in both
the inside and outside shoulders in each direction. Embedded reflectors are also in
place along the lane lines in both directions.
Figure 2 – View of the median from the northbound direction at the
interchange with Route 123
The slightly depressed median is generally open with the exception of in the immediate
vicinity of the interchange underpass and the numerous groves of vegetation
sporadically located within the section. The width of the median is approximately 95 to
100 feet. Most significant were the proximity of these groves to the pavement edge. In
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Route I-495 Norton Road Safety Audit
most cases, the distance between the pavement and vegetation was less than 30 feet –
therefore within the recovery zone. While there is no apparent pattern to the groves and
they vary in size and location within the median, it is estimated that the groves combine
to result in a total coverage length of approximately 2,600 feet.
Speeds are posted at 65 miles per hour.
Many of the reflective delineator posts
installed alongside the median have been damaged or are missing and need of
replacement. Figure 3 and 4 exhibit current conditions of the study section.
Figure 3 – Southbound direction approaching interchange
Figure 4 – Northbound direction prior to interchange
Based on the recent MassHighway traffic counts, the roadway carries on average
79,400 vehicles per day in the study section. Figure 5 illustrates the directional volume
over the course of the day for the sections south of Route 123. As can be seen in the
diagrams, there are two distinct peak hours (AM and PM commuter periods). Peak hour
– peak direction volumes are between 4,500 and 5,000 vehicles. The data also
illustrates the patterns by direction. The peak direction in the morning occurs in the
northbound direction. The southbound movement is the peak direction in the afternoon
peak hour.
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Route I-495 Norton Road Safety Audit
Figure 4. I-495 Hourly Traffic Volumes South of Route 2
Figure 5 - I-495 Hourly Traffic Volumes South of Route 123
Data available as part of the MassHighway crash records system indicated that between
2004 and 2007, there were 12 reported crashes related to the median. Of the 12, only
one crash (8%) was identified as a cross-median crash. The one cross-median crash
resulted in a personal injury. It was in close proximity to the interchange initiated in the
northbound direction. The driver was cited for operating under the influence (OUI). In
most crashes, the cited driver “reason for running off road” for the crash was losing
control due to such things as snow/wet surface, speed or affected by another vehicle.
Contributing causes indicated in the reports were failing to stay in proper lane,
exceeding the speed limit or following too closely. Weather could have been a
contributing factor in four (33%) crashes with wet road surface. Seven (7) of the 12
reported crashes resulted in personal injuries.
Figure 6 – View of median and inside shoulder/rumble strip in
northbound direction just north of interchange
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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-495 in the
Norton study area were identified. In essence, the RSA team determined that only a few
factors or issues of concern exist at this time 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
Open median
D
Delineation of median is below average
D1
Inside shoulder < 4 feet – particularly in NB direction
E1
Numerous tree groves are within 30 feet of pavement
encroaching clear zone
C
Southbound visibility on approach to exit is limited
D
1 Considered total median entry crashes
The median being open was identified as a factor in relation to the cross median
crashes, although it was recognized as a wide (100 foot) median. The review of data
indicated one cross median (infrequent) crash over the four (4) years of reported crash
data. With the low frequency but assuming that any cross median crash can result in a
fatality or incapacitating injury (extreme severity), a risk rating of ‘D’ was assigned to this
factor.
One factor that does affect the potential for median entries and was noted by the RSA
team was that delineation of the median is below average with many of the delineator
posts missing. This factor was assigned a ‘D’ given that there were an average of 3
median related crashes per year over the 4 year period and the high volume that
increases the possibility of an event occurring. The width of the median and possibly
obstruction might have helped prevent actual crossings.
The median is approximately 100 feet in width and does not have a barrier in place,
however, there are a number of tree groves along the study section. Their proximity to
the highway (<30 feet and within the clear zone) pose a potential hazard to the errant
motorists who enter the median. While the existence of the groves will not necessarily
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Route I-495 Norton Road Safety Audit
increase the potential risk of entering the median, they do affect the ability to recover.
Based on a combination of a moderate median entry rates with high volumes, this factor
was assigned a rating of ‘C’.
Another factor that has an effect on median entries is the width of the shoulder. An
inside shoulder that is too narrow may result in an inattentive motorist who crosses into
the inside shoulder unable to recover before entering the unpaved portion of the median.
A ‘E’ rating was assigned to this factor, again, more related to the frequency of median
related crashes rather than actual cross-over events. However, with a wider paved
shoulder, more opportunity exists in recovering without entering the unpaved median
and possibly losing control.
The final factor noted by the team was the effect the roadway curve and roadside
vegetation in the southbound direction (see Figure 7) have on seeing the oncoming exit.
“Surprises” could result in quick lane changing that with high volumes, the potential for
quick or inappropriate lane changing can result in a further shifting of vehicles in
adjacent lanes possibly leading to errant motorists entering the median. This factor was
rated a ‘D’.
HEAVY VEGETATIVE GROWTH
ALONG INSIDE OF CURVE
495
SOUTHBOUND
RAMP AT EXIT 10
Figure 7 – Curve in southbound direction and vegetation on approach to exit.
Once the issues were identified and ratings assigned, suggested actions intended to
reduce the number of and consequences resulting from median related crashes and
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other types of crashes as well were evaluated. Given that this RSA program is focused
on cross-median events, the warrant criteria related to the potential installation of a
median barrier was evaluated. Other actions are outlined later in the report.
•
Consideration of a Median Barrier
One of the more significant actions that could be considered is to install median barriers
in the current “open” areas. The section was evaluated in terms of the median barrier
warrants. A barrier can be considered when there is a higher than desirable chance or a
greater risk for median cross-over crashes to occur and that have or could result in
fatalities and/or a high proportion of injury related crashes. In addition, a barrier could
be considered when the consequences or severity of a crash without a barrier are worse
than if the barrier were in place.
Factors that generally come into play in deciding on whether a median should be
installed involve the following:
 High volumes and speeds
 Truck volumes and mix
 Narrow median
 History of cross-median crashes
 High risk of catastrophic event
These items have been reviewed relative to the I-495 section under study. Figure 8
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) is approximately 95-100 feet and a volume of 79,400 vehicles on
an average day, the intersection of the two items is off the chart but nearest where a
barrier can be “optional”.
In addition to the chart and related warrant criteria, which is a guideline, further
consideration was given to the following:
4
ƒ
A moderately small number (3 per year) of median entries occurred over the
four year period.
ƒ
Only one (1) of the median entries (12) over the four year crash period was a
cross-median reported crash.
American Association of State Highway and Transportation Officials, Roadside Design Guide,
Washington, D.C., 2002, Chapter 6 Update 2006.
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median width
100 feet
80
AVERAGE DAILY TRAFFIC
(thousands)
70
BARRIER
RECOMMENDED
60
BARRIER
CONSIDERED
50
40
30
BARRIER
OPTIONAL
20
10
0
0
10
20
30
40
50
60
70
MEDIAN WIDTH
(feet)
Analysis of Median Barrier Warrant
I-495 Road Safety Audit
Norton, Massachusetts
MS Transportation Systems, Inc.
Framingham, Massachusetts
Figure 8
Route I-495 Norton Road Safety Audit
ƒ
The road geometry is generally adequate resulting in a generally comfortable
drive.
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 on this
section of I-495 is not warranted at this time. The potential installation could be revisited
in the event that cross-median crash frequency increases significantly in the future.
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Recommendations
As a result of the RSA analysis and team input and although it was concluded that at this
time, a median barrier not be installed. A set of recommendations for the study section
have been identified and are summarized in Table 7. In general, these actions are
intended to reduce the number and severity of all median related crashes of this section
of I-495 in Norton. 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
Open median
Risk
Rating
D
Delineation of median is
below average
D
Inside shoulder < 4 feet –
particularly in NB
direction
E
Numerous tree groves
are within 30 feet of
pavement encroaching
clear zone
Southbound visibility on
approaching to exit is
limited
Recommended
Action
ƒ No barrier at this
time – continue to
monitor
ƒ Install delineator
posts
ƒ Widen the inside
shoulder (as part of
future resurface
project.
Estimated
Cost
--
Estimated
Timeframe
ƒ ongoing
$3,200
ƒ short term
TBD
ƒ long term
ƒ Remove tree groves
within median – at
minimum within clear
zone
$84,800
ƒ short term
C
$2,000
ƒ short term
D
ƒ Add supplemental
warning sign
ƒ Clear vegetation
prior to exit ramp
(see following text for
description)
TBD
ƒ medium
term
To improve the visibility of the median, a short term low cost action that can be taken is
to install a new set of flexible, reflective delineator posts along each side of the median
along the approximate 2.2 mile section. This is estimated to cost $3,200.
Widening the inside shoulder is a high cost item if implemented by itself. It is
recommended by the RSA team that the shoulder be widened to a minimum of 4 feet at
the time the roadway section is resurfaced. This would likely be a long term project. At
that time, the rumble strip will need to be re-installed.
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The second short term recommendation is to remove the tree groves that have now
grown into the 30 foot clear zone. There are an estimated 25 of these groves that
combine to total a coverage length along I-495 of nearly 2,600 feet. At a minimum, the
trees and vegetation within the clear zone should be removed. Assuming a 40 foot
grove width on average, a preliminary estimate for a complete removal of all tree groves
is $84,800. Selected removal within only the clear zone would result in somewhat lower
costs.
The final sets of actions relate to enhancing the motorist awareness and visibility of the
southbound exit ramp. In the short term, a supplemental advance guide sign can be
installed at a low cost. In the longer term, some removal and cutting back the vegetation
growth that has occurred on the inside of the curve should be considered. A more
detailed evaluation would determine an effective extent of removal with the objective of
improving sight lines for southbound motorists to view activity in the vicinity of the exit. It
is estimated that a vegetation “line” of 1,300 feet in length prior to the exit ramp would be
affected with the depth varying along this trim “line” up to 50 feet from the pavement
edge. This is very preliminary and can be verified in the field with more accurate existing
condition plans. The trimming or vegetative removal will also need to take into account
the location of the Canoe River.
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Appendix
•
•
•
•
•
MS Transportation Systems, Inc.
RSA Meeting Agenda
RSA Attendance List
Median Crash Diagram
Crash Summary Data
Traffic Volume Data
Page 18
Road Safety Audit
Norton – Interstate 495
Meeting Location: MassHighway District 5 Office
1000 County Street, Taunton
Thursday, September 25, 2008
1:30 PM – 3:00 PM
Type of meeting:
Cross Median – Road Safety Audit
Attendees:
Invited Participants to Comprise a Multidisciplinary Team
Please bring:
Thoughts and Enthusiasm!!
1:30 PM
Welcome and Introductions
1:45 PM
Introduction to Road Safety Audits and Cross Median Crashes
2:00 PM
Review of Site Specific Material
• Crash & Volume Summaries– provided in advance
• Existing Geometries and Conditions
• Video and Images
2:30 PM
Completion of RSA
• Identification of Safety Concerns – using RSA Prompt List as a guide
• Identification of Possible Countermeasures
3:00 PM
Adjourn for the Day – but the RSA has not ended
Instructions for Participants:
• Before attending the RSA on September 25th participants are encouraged to drive
Interstate 495 in Norton (Interchange 10) and complete/consider elements on the
RSA Prompt List with a focus on safety factors affecting cross median crashes.
• All participants will be actively involved in the process throughout. Participants
are encouraged to come with thoughts and ideas, but are reminded that the
synergy that develops and respect for others’ opinions are key elements to the
success of the overall RSA process.
• After the initial RSA meeting, participants will be asked to comment and respond
to the document materials to assure it is reflective of the RSA completed by the
multidisciplinary team.
ROAD SAFETY AUDIT MEETING
I-495 Norton September 25, 2008
MassHighway District 5 Offices, Taunton MA
Attendance List
Name
Agency/Dept.
Email
Bill Scully
MS Transportation Systems, Inc.
bscullyjr@mac.com
Lisa Schletzbaum
MHD - Safey
lisa.schletzbaum@mhd.state.ma.us
Jessica Stanley
MHD - Highway Design
jessica.stanley@mhd.state.ma.us
Xian Chen
MHD
xian.chen@mhd.state.ma.us
Jackie Schmidt
SRPEDD
jschmidt@srpedd.org
Edward C. Feeney
MHD
edward.feeney@mhd.state.ma.us
Timothy Kochan
MHD - District 5
timothy.kochan@mhd.state.ma.us
Bonnie Polin
MHD - Boston Safety
bonnie.polin@mhd.state.ma.us
Tim White
FHWA
timothy.a.white@fhwa.dot.gov
Erin Kinahan
MHD - District 5
erin.kinahan@mhd.state.ma.us
Daniel O'Sullivan
State Police
daniel.osullivan@pol.state.ma.us
MS Transportation Systems, Inc.
±
Interstate 495 Median Crashes
1
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Type of Median
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E
RT
N
LA
0.3
Miles
0.4
BA
LL
0.2
TA
S
D
R
IV
E
IV
MI
0.1
U
E
* 2007 crash file has not yet been closed.
0
E
11 12
N
Minor Arterial
N
T
LA
Municipal Boundary
AI
EE
TA
Principal Arterial
R
IS
Median, Non-Fatal Crash
ST
O
R
Interstate
AG
R
C Median, Non-Fatal Crash
Cross
A IN
PL
ST
RE
ET
MASSACHUSETTS HIGHWAY SAFETY DIVISION
MEDIAN-RELATED CRASH SUMMARY
ROADWAY:
I-495
STUDY PERIOD:
NO.
1
CITY:
1/1/2004
CRASH NUMBER
CRASH DAY
1824442
TO
12/31/2007
TIME OF DAY
CRASH DATE
Saturday
9:55 AM
11/13/04
Norton
LOCATION:
Exit 10
TRAVEL
LIGHT
WEATHER
ROAD
REASON FOR
DIRECTION
CONDITION
CONDITION
SURFACE
RUNNING OFF ROAD LEFT
NB
Daylight
Snow
Wet
Operator lost control and went into the median and rolled over few times
VEHICLE
MEDIAN OR CROSS
MOVEMENT
MEDIAN CRASHES
CAUSE
SEVERITY
Median
Unknown
Non-fatal injury
Left travel lane into median
DRIVER CONTRIBUTING
CRASH
2
1883019
Tuesday
2:48 PM
12/28/04
SB
Daylight
Clear
Dry
Unknown reason caused MV1 to strike the guardrail on the right side
Right travel lane into guardraill
Median
Failure to keep in proper lane
Non-fatal injury
3
2184588
Saturday
2:10 AM
04/07/07
SB
Dark - not lighted
Clear
Dry
Driver lost control of the car and swerved down into the median
Left travel lane into median
Median
Failure to keep in proper lane
Property damage only (none injured)
4
2114131
Monday
3:15 PM
09/25/06
SB
Daylight
Clear
Dry
MV2 struck the rear of MV1 cause MV1 exited the left side of the roadway
Left travel lane into median
Median
Followed too closely
Non-fatal injury
5
2096704
Sunday
12:00 AM
07/02/06
SB
Dark - not lighted
Cloudy
Dry
Driver traveled at a speed greater than reasonable
SB right travel lane across median and landed NB left travel lane
Median
Exceeded authorized speed limit
Property damage only (none injured)
6
2046310
Friday
9:30 PM
03/24/06
SB
Dark - not lighted
Clear
Dry
7
1886287
Friday
4:40 PM
01/26/05
SB
Daylight
Snow
Snow
8
2271902
Saturday
Unknown MV at a very high rate of speed came from the right lane directly in front of MV1 and caused MV1 to swerve to the left and lose control
Middle travel lane into median
Median
No Improper driving
Non-fatal injury
Operator traveled too fast for road conditions spun out of control
Left travel lane into median
Median
Failure to keep in proper lane
Property damage only (none injured)
2:48 PM
12/29/07
SB
Daylight
Clear
Dry
MV1 stated they were cut off by another vehicle which caused them to lose control
Left travel lane into median
Median
Failure to keep in proper lane
Non-fatal injury
9
2224755
Monday
5:16 PM
07/30/07
NB
Daylight
Rain
Wet
Driver lost control due to sudden rain and veered off roadway into median
Left travel lane into median
Median
Failure to keep in proper lane
Property damage only (none injured)
10
2248356
Saturday
9:50 AM
05/05/07
SB
Daylight
Clear
Dry
Driver lost control and drifted into the median
Left travel lane into median
Median
Failure to keep in proper lane
Non-fatal injury
11
2122541
Saturday
1:55 PM
10/28/06
NB
Daylight
Crosswinds/Rain
Wet
Weather caused the driver to lose control and slide into the guardrail in the left median
Middle travel lane into median
Median
No Improper driving
Property damage only (none injured)
12
2046271
Monday
11:15 PM
02/27/06
NB
Dark - not lighted
Clear
Dry
OUI Alcohol
NB Left travel lane across median and all lanes of SB
Cross Median
Failure to keep in proper lane
Non-fatal injury
CLEAR
CLOUDY
SNOW/SLEET
CROSSWINDS/
RAIN
LIGHT CONDITION
TOTAL NO.
DAYLIGHT
WEATHER CONDITION
DARK NOT LIGHTED
RAIN
12
8
4
7
1
1
2
1
100%
67%
33%
58%
8%
8%
17%
8%
MEDIAN OR CROSS MEDIAN
TOTAL NO.
CRASH SEVERITY
PROPERTY DAMAGE
ONLY
MEDIAN
CROSS MEDIAN
NON-FATAL INJURY
12
11
1
7
100%
92%
8%
TOTAL NO.
FAILURE TO KEEP IN
PROPER LANE
ROAD SURFACE
DRY
WET
5
8
3
1
58%
42%
67%
25%
8%
EXCEEDED
AUTHORIZED SPEED
LIMIT
NO IMPROPER
DRIVING
UNKNOWN
DRIVER CONTRIBUTING CAUSE
FOLLOWED TOO
CLOSELY
12
7
1
1
2
1
100%
58%
8%
8%
17%
8%
2007 CRASH INFORMATION IS NOT COMPLETE
CRASH SUMMARY IS BASED ON CRASH REPORTS WITH STATE POLICE NARRATIVES
SNOW/ SLUSH
Rte. I-495 South of Rte. 123 in Norton
Wednesday, August 29, 2007
Start Time
12:00 AM
1:00 AM
2:00 AM
3:00 AM
4:00 AM
5:00 AM
6:00 AM
7:00 AM
8:00 AM
9:00 AM
10:00 AM
11:00 AM
12:00 PM
1:00 PM
2:00 PM
3:00 PM
4:00 PM
5:00 PM
6:00 PM
7:00 PM
8:00 PM
9:00 PM
10:00 PM
11:00 PM
Northbound
256
162
131
170
343
1,312
2,850
3,547
3,021
2,241
2,006
2,056
1,961
2,006
2,274
2,594
2,901
2,961
2,026
1,404
1,190
913
599
435
Southbound
317
225
183
177
379
903
1,808
2,726
2,651
2,208
2,100
2,069
2,084
2,010
2,425
2,677
3,686
3,730
2,599
1,681
1,253
999
728
516
Total
573
387
314
347
722
2,215
4,658
6,273
5,672
4,449
4,106
4,125
4,045
4,016
4,699
5,271
6,587
6,691
4,625
3,085
2,443
1,912
1,327
951
Daily Total
39,359
40,134
79,493
4,000
3,500
3,000
2,500
Northbound
2,000
Southbound
1,500
1,000
500
Time of Day
PM
PM
PM
10
:0
0
8:
00
6:
00
PM
4:
00
PM
2:
00
PM
AM
12
:0
0
AM
10
:0
0
8:
00
AM
6:
00
AM
4:
00
AM
2:
00
AM
0
12
:0
0
Hourly Volume (Number of Vehicles)
Directional Traffic Volumes along I-495 Norton South of Rte. 123
Wednesday, August 29 2007