ROAD SAFETY AUDIT
Broadway
City of Chelsea
August 2015
Prepared For:
City of Chelsea
Prepared By:
McMahon Associates, Inc.
45 Bromfield Street, 6th Floor
Boston, MA 02108
Road Safety Audit—Broadway, Chelsea
Prepared by McMahon Associates, Inc.
FINAL
Table of Contents
Background ................................................................................................................................. 1
Project Data ................................................................................................................................. 1
Project Location and Description .............................................................................................. 2
Road Safety Audit Observations and Potential Improvements .............................................. 6
Recommendations ..................................................................................................................... 19
List of Appendices
Appendix A.
Appendix B.
Appendix C.
RSA Meeting Agenda
RSA Audit Team Contact List
Detailed Crash Data
List of Figures
Figure 1.
Study Area .............................................................................................................................. 3
List of Tables
Table 1.
Table 2.
Table 3.
Participating Audit Team Members ....................................................................................... 2
Estimated Time Frame and Costs Breakdown ..................................................................... 19
Potential Safety Enhancement Summary ............................................................................. 20
Road Safety Audit—Broadway, Chelsea
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Background
The Federal Highway Administration (FHWA) defines a Road Safety Audit (RSA) as the formal safety
examination of an existing or future road or intersection by an independent, multidisciplinary team. The
purpose of an RSA is to identify potential safety issues and possible opportunities for safety
improvements considering all roadway users. This RSA evaluates the Broadway corridor in Chelsea,
between the Revere City Line and Crescent Avenue, with a focus on two intersections along Broadway at
Webster Avenue and at Stockton Street, due to the designation of high crash locations within the project
limits of the City’s Broadway Infrastructure Project. A safety audit was scheduled for this corridor as part
of the Broadway Infrastructure Project, by the City of Chelsea, to make infrastructure and transportation
improvements in the project area.
The Massachusetts Department of Transportation (MassDOT) has designated the majority of the
Broadway corridor as a Highway Safety Improvement Program (HSIP) Pedestrian Cluster, and the
intersections of Broadway at Webster Avenue and at Stockton Street as HSIP Clusters. These
designations highlight high crash locations from 2010-2012.
A key objective of the RSA is to identify both short-term and long-term safety improvements that can be
made throughout the corridor and or at the subject intersections.
Project Data
An RSA was completed for the corridor on Tuesday, June 30, 2015. The agenda for the RSA meeting
held at Chelsea City Hall is provided in Appendix A of this report. As shown below in Table 1, the audit
team consisted of a multidisciplinary team with representatives from state, regional and local agencies
providing expertise in the engineering, planning, and maintenance fields. Contact information for the
RSA attendees is provided in Appendix B of this report.
Within the email invitation sent on June 22, 2015 to each participant in the RSA, background material
was provided. This information included collision diagrams and crash data summaries for the study area.
During the RSA meeting, these materials were reviewed as a group prior to the field visit to the
intersections. During the RSA field visit, various safety issues were observed and identified. Following
the RSA field visit, the team returned to discuss additional concerns and potential solutions for the
existing safety issues.
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Table 1. Participating Audit Team Members
Audit Team Member
Agency/Affiliation
Mark Abbott
Boston Region MPO
Adam Prichard
MassDOT
John Mastera
MassDOT
David Posner
MassDOT
Erin Kinahan
MassDOT District 6
Amitai Lipton
MassDOT District 6
Ron Fishman
MGH Chelsea
Alexander Train
City of Chelsea
Development
Andy DeSantis
City of Chelsea Department of Public Works
Wendy Landman
WalkBoston
Julie DeMauro
WalkBoston
Patty Passariello
Weston & Sampson
Larry Keegan
Weston & Sampson
Sandra Clarey
McMahon Associates
Erin Fredette
McMahon Associates
Department
of
Planning
and
Project Location and Description
As shown in Figure 1, Broadway runs in a northeast to southwest direction from the Revere City Line in
the north to Crescent Avenue to the south. For the purposes of this report, Broadway is identified as
running in a north-south direction. The RSA focuses on operations of Broadway, and includes the
intersections at both Webster Avenue and at Stockton Street.
Broadway
Broadway is classified as an urban principal arterial and is one of the main north-south thoroughfares in
the City of Chelsea. Adjacent land uses include residential, commercial, institutional uses and emergency
services. Neighborhood convenience stores, restaurants and establishments are located at most of the
major intersections along Broadway. There is one travel lane in each direction. Parking is generally
permitted on both sides of the street. Bicycle accommodations are not provided. Sidewalks are provided
on both sides of the street.
Broadway at Webster Avenue
Broadway at Webster Avenue is a four-leg signalized intersection. The eastern leg on Webster Avenue is
one-way eastbound away from the intersection. The remaining legs provide one lane approaching and
departing the intersection. There is no right turn on red from Broadway onto Webster Avenue eastbound,
or Webster Avenue onto Broadway southbound. A fire station is located on Broadway close to the
southeastern corner of the intersection and the traffic signal at Broadway and Webster Avenue is
equipped with emergency pre-emption. Bus stops are located on Broadway, on the nearside approaches.
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Parking is otherwise permitted on all sides of the intersection. Sidewalks, crosswalks and curb ramps are
provided on each corner.
Broadway at Stockton Street
Broadway at Stockton Street is a four-leg, four-way signalized intersection, with one lane on each
approach. There is no right turn on red from Stockton Street onto Broadway in both directions. Bus stops
are located on Broadway, on the nearside approaches, and a bus shelter is located on the northwest corner;
parking is permitted on other sides of the intersection, except at the driveway to Tedeschi, and adjacent to
the eastbound approach on Stockton Street. Sidewalks, crosswalks and curb ramps are provided on each
corner.
Crash Data
Broadway
Crash data was reviewed by McMahon Associates as part of the RSA. Crash data was obtained from
MassDOT and the City of Chelsea for the most recent three year period available (2012-2014) within the
HSIP clusters and pedestrian cluster. Based on the crash data and collisions diagrams, there were a total
of 52 crashes that occurred on Broadway within the study area over the three year period, of which 16
occurred at the intersection of Broadway and Webster Avenue, 20 occurred at the intersection of
Broadway and Stockton Street, and 16 occurred along the Broadway corridor involving bicyclists and
pedestrians.
Of the 16 crashes that occurred at the intersection of Broadway and Webster Avenue, six were rear-end
collisions, five were angle collisions between conflicting movements of traffic, three were sideswipe
collisions and two were single vehicle collisions. The majority of crashes at this location occurred during
the evening/night time under varying weather and roadway conditions. There is no clear trend that
pertains to the time of day, day of the week or type of crashes that occurred.
Of the 20 crashes that occurred at the intersection Broadway and Stockton Street, ten were rear-end
collisions, four were sideswipe collisions, and four were angle collisions between conflicting movements
of traffic. There was one head-on collision and one single-vehicle crash. The majority of the crashes that
occurred resulted in property damage only and occurred under dry, clear and well lit conditions. There is
no clear trend that pertains to the time of day or day of the week the crashes occurred. Several of the
collisions appear to be caused by distracted drivers, possibly due to activity in the corridor attributed to
vehicle congestion, pedestrians crossing and the overall density of the corridor.
Of the 16 collisions that occurred between vehicles and either pedestrians or bicyclists, along the
Broadway corridor within the pedestrian cluster, all incurred a non-fatal injury. There were 12 collisions
involving pedestrians, and four involving bicyclists. The majority of crashes in the corridor occurred
during dry, clear and daylight conditions.
While not included in the data or collision diagrams, it was noted that a pedestrian fatality occurred on
Broadway, north of Parker Street, in 2010. A pedestrian attempted to cross Broadway, mid-block outside
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of a marked crossing, from east to west, after 11:00 P.M., when they were struck by a police vehicle
responding to an emergency. The crash report indicated that the police vehicle’s siren and emergency
lights were in operation at the time of the crash and, although dark, the area was well lit. The report
further mentions that the pedestrian should have been able to visually detect the emergency lights from at
least 1,000-1,500 feet away, and audibly detect the sirens from at least 500-1,500 feet away. The
pedestrian suffered serious personal injuries from the impact and fall, and was pronounced dead shortly
after arrival at the hospital.
Detailed crash diagrams, for the three-year period of 2012 to 2014, are provided in Appendix C.
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Road Safety Audit Observations and Potential
Improvements
During the RSA meeting prior to the field visit, a brief introduction of the RSA process and a summary of
crash information was presented to the audit participants. Following this brief presentation, the members
of the audit team were asked to discuss the existing issues that may affect safety along Broadway, within
the study area. The audit team then visited the site as a group, at which time observations of various
safety concerns and deficiencies were identified and documented.
The audit observations, identified and documented in this report, have been provided by audit participants
or commenters, and do not necessarily represent those of the report authors – McMahon Associates.
Comments made by respondents have been reviewed to ensure the report is focused on current safety
concerns/recommendations within the study area, are relevant to plans for the corridor, and relate to the
goals of this RSA.
Provided below is a list of the safety concerns and the potential enhancements that were identified during
the RSA within the overall corridor, and notably at both the Webster Avenue and Stockton Street
intersections.
As a general note, some participants felt that in light of the new Silver Line to Chelsea and increasing
transit accessibility, efforts to increase walking and bicycling to school, the City’s dense and diverse
population and a growing real estate market, the City should decide what land use characteristics they
would like to see and their overall vision for the Broadway corridor, and have the roadway design project
reflect that. More significant safety and operational changes along Broadway, and some of its
intersecting roadways, and a more comprehensive design approach, may be warranted to fulfill this
vision.
Broadway Corridor
Safety Issue #1: Pedestrian accommodations
Observations:
It was noted that MassDOT/MBTA is about to embark on construction of a shared-use path, running
alongside the MBTA Commuter Rail Line/Silver Line Gateway. While the rail line and the Silver Line
will run below grade, under the “Broadway Bridge”, south of Crescent Avenue, a ramp south of the
bridge would connect the shared-use path to Broadway at-grade. The shared-use path will start/end at
Chestnut Street for on-road connections to downtown Chelsea. Participants noted that in consideration of
this near-term project, crossings should be considered at the southern end of the study area.
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In some locations, for example at Crescent Avenue,
crosswalks are misaligned with curb ramps, and many
curb ramps are not Americans with Disabilities Act
(ADA) compliant.
Visibility of some crosswalks is poor due to misaligned
or faded crosswalk markings. Visibility of pedestrians
waiting to cross is poor due to vehicles parked too close
to the crosswalk.
The mid-block crosswalk at Broadway Glen, among
several other crosswalks within the corridor, is not well
signed or defined.
Crosswalk
No crosswalk
and curb
at Parker
ramp misaligned
Street
Tall retaining walls are located alongside properties on the westside of Broadway, in the vicinity of Green
Street. Some participants suggested the height of the walls may affect the shy distance and further narrow
the sidewalk. The MassDOT Project Development Design Guide indicates that a typical shy distance to a
wall is 1.5 feet, and is further reduced by the building face, street trees, and other objects.
No crosswalk was provided across Parker Street, west of Broadway, or across Broadway at Green Street.
Some participants felt the block between Parker
Street, north of Eleanor Street, was quite a long
distance without a crosswalk, and therefore
pedestrians have a tendency to cross mid-block where
there is no marked crossing. [Distance is
approximately 500 feet]. This was also the block
where the 2010 fatality occurred, in addition to two
other pedestrian crashes. The Parker Street-Eleanor
Street block length seemed similar to the stretch from
Eleanor Street to Green Street, which had a mid-block
crossing at Broadway Glen.
No crosswalk at Parker Street
Pedestrian signal heads and buttons at signalized intersections are not compliant with current MassDOT
standards.
It was suggested that some of the colored crosswalks, for example at the funeral home, may not meet the
Federal rules, and there is no evidence to suggest that painted crosswalks improve safety. The dark red
crosswalk, for example, north of Cary Avenue, is possibly too close in color to red brick, which is not
permitted. Comments from RSA participants on the draft report have noted that the dark red color is
permitted, although not recommended. Colored crosswalks are permitted under the MUTCD – Official
Ruling 3(09)-24(I)-Application of Colored Pavement
(http://mutcd.fhwa.dot.gov/resources/interpretations/3_09_24.htm).
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A City-owned, publicly accessible staircase on the
westside of Broadway, at Green Street, provides access
to residences west of Broadway; however there is no
crosswalk across Broadway at this location, and some
audit participants questioned the utilization of this
staircase to access Broadway.
Along Broadway it was noted that some unsignalized
mid-block crosswalks on Broadway are located too
close to adjacent intersections, some with signalized
crosswalks, for example at Cary Avenue. Some
participants questioned whether there was a real need
No crosswalk at Green Street
for mid-block crosswalks at the funeral home and at the
Iglesia La Luz De Cristo church. Both crosswalks are located close to crosswalks at nearby intersections,
and it seemed safe when groups of people crossed together, and or a traffic officer/crossing assistant was
present. Also, the crosswalks at the funeral home, church and Broadway Glen had no curb ramps.
Absence of curb ramps at several midblock crosswalks along Broadway
Vehicles at the garage/gas station, bound by Broadway,
Eastern Avenue and Cabot Street, encroach onto the
sidewalk.
In many locations, there are tree pits without trees,
potentially creating a tripping hazard for pedestrians in
these areas.
Enhancements:
• Provide at-grade pedestrian and bicycle
crossings south of the “Broadway Bridge” to
Parked vehicles at the garage/gas station
connect the proposed shared-use path to atencroaching on sidewalk
grade pedestrian and bicycle accommodations
on Broadway, and coordinate bicycle facilities from the shared-use path project with the
Broadway Infrastructure Project.
• Align crosswalks with curb ramps, reconstruct curb ramps that are not ADA compliant and
provide ADA compliant ramps at all crosswalks to improve access for all.
• Restripe faded crosswalks and add crosswalk bump outs to improve visibility of crossing
pedestrians, provide a visual guide for drivers, and to delineate parking at the crosswalk.
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Interim improvements could include striping or asphalt bump outs to define parking limits at
crosswalks and delineation of turn lanes.
Additional pedestrian enhancements provided during the report comment period included
installation of Rapid Rectangular Flashing Beacons (RRFB) or Pedestrian Hybrid Beacons.
Install appropriate regulatory signage and enforce no parking, within 20 feet of a crosswalk and
the intersecting street, to prevent vehicles encroaching on the crosswalk and enhance visibility of
crossing pedestrians.
Provide a crosswalk across Parker Street, west of Broadway, and across Green Street, east of
Broadway.
Investigate installing a crosswalk on Broadway between Parker Street and Eleanor Street.
Replace non-compliant pedestrian signal equipment with Accessible Pedestrian Signals.
Rather than colored crosswalks, consider raised crosswalks along Broadway to increase visibility
of crosswalks and improve access. It was however noted that emergency respondents are
generally not in favor of raised crossings and given the fire station situated in the corridor, raised
crossings may not be well received. Report comments added that they may not be favored by
public works departments as they can hinder snow removal.
Add a State Law Yield sign, or a four-foot pedestrian refuge island with signage, at the Broadway
Glen crosswalk to improve visibility. The City noted the difficulty with this pedestrian sign,
since the abutter is responsible for posting and retracting this sign. Participants also suggested
strain- or ridge-mounted signs for advanced warning of the crossing. Subsequently, participants
suggested relocating the crosswalk.
Evaluate the usage of the staircase at Green Street to determine whether a crossing is warranted,
and consider relocating the mid-block crosswalk at the Broadway Glen to Green Street. Add
signage and lighting to improve access to, and visibility of, the staircase and to encourage
increased utilization of the connection; there seemed to be less of a need for a mid-block crossing
at Broadway Glen with few pedestrian generators along Broadway. Note this action would
increase the distance along Broadway without a crosswalk, which participants showed concern
for between Parker and Eleanor streets.
Review mid-block crosswalk locations for potential crosswalk elimination or consolidation.
Formalize the parking/fueling area at the garage/gas station, bound by Broadway, Eastern Avenue
and Cabot Street, while maintaining access to the pumps, to deter vehicles from parking on the
sidewalk. Suggested treatments included installation of granite or other curbing along the back of
sidewalk, or adding a painted line.
Remove the trip hazard of empty tree pits by planting trees, or paving/filling pits.
Safety Issue #2: Bicycle accommodations
Observations:
There was some discussion among participants about the proposed narrowing of the westside sidewalk,
and the removal of trees (the majority of trees that will be removed are unhealthy or diseased) to
accommodate on-street bike lanes. The proposed cross section [Alternative 2, October 2014, provided by
Weston & Sampson during the report comment period) would include 10.5-foot travel lanes, 7-foot
parking lanes, 5-foot bike lanes, and 9-12-foot sidewalks (narrowed to 6-9-foot at proposed 3-foot tree
pits).
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Enhancements:
• As an interim measure some participants suggested providing a 10.5-foot travel lane and 11-foot
parking lane (although this could have the appearance of a travel lane, and so a parking lane, with
a buffer zone, may be more appropriate).
• Consider a bike lane in the uphill direction, and sharrows in the downhill direction, along
Broadway to avoid reducing the sidewalk width.
• Intermittent bicycle lanes and sharrows were considered; however, participants acknowledged
that a lack of continuity in the bicycle accommodations would likely be more confusing than
beneficial.
• Shared bicycle facilities with vehicles throughout the corridor should be considered as an
alternative to bike lanes, although it was noted that wider travel lanes encourage faster speeds,
especially in areas where there is no parking. The general consensus from participants was that
narrowing the sidewalk was not desirable, and could make it more challenging for walkers.
Maintaining a good pedestrian environment to make it more enticing for people to walk, coupled
with traffic calming measures to slow traffic and enable a safe shared facility for vehicles and
bicycles, was a more appeasing alternative that maintains support for a healthy lifestyle.
Safety Issue #3: Vehicle turning movements
Observations:
It was observed that several of the curb radii at intersections were very wide, allowing for easy, quick
turning movements by vehicles.
Since there is no traffic signal at the Crescent Avenue
intersection and poor sight distance, drivers on the
Crescent Avenue approaches need to pull further into
the intersection to gain visibility to turn onto
Broadway.
Street signs on some of the side streets of Broadway
are not clear or do not meet the current standards (the
letter height is too small and the positioning is offset
too far from Broadway), potentially causing driver
confusion and distraction as they seek to confirm the
street name before making their turning movement.
Vehicle turning movements encroaching
on the crosswalk
Enhancements:
• Review and optimize curb radii at each intersection as part of the roadway redesign. Where curb
radii must accommodate bus or truck traffic turn movements, some commenters suggested
considering tightened radii with the use of sloped curbing to allow these larger vehicles to turn,
without encroaching on the opposing travel lane.
• Provide curb extensions to limit parking too close to the intersection and improve visibility for
vehicles exiting the cross street. These could be considered independently, or in conjunction with
bus stop curb extensions.
• Trim trees/vegetation to improve visibility.
• Update street signage to meet the current standards and locate closer to the intersection.
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Safety Issue #4: Transit access
Observations:
The Crescent Avenue outbound bus stop is located
mid-block, rather than adjacent to a crosswalk.
It was noted that a number of nearside bus stops could
be relocated to the farside of the intersection to reduce
conflicts with crossings and shorten the bus stop
lengths limiting the impact on parking.
Report comments noted that bus stop spacing in the
corridor is currently 400 to 600 feet, below the
MBTA’s minimum guidelines of 750 feet.
Crescent Ave outbound bus stop located
mid-block
Enhancements:
• Relocate bus stops closer to crosswalks, and preferably to the farside of intersections, where the
crosswalk would be behind the bus stop and reduce the number of conflicts. Consolidate bus
stops that are too close together. Report comments suggested a consolidation from eight stops to
five stops in each direction, by combining stops at Crescent Avenue and Cary Avenue, and
removing stops at Parker Street, Broadway Glen and Stockton Street.
• Consider curb extensions (even partial curb extensions 3- or 4-foot wide) at bus stops, shortening
the length of the stop, and increasing space for parking and addition of bus shelters. Narrow style
bus shelters can be accommodated on narrower sidewalks. Curb extensions at bus stops could
also be extended to include bump outs at adjacent crosswalks.
Safety Issue #5: Roadway cross-section
Observations:
Due to the number of rear-end and sideswipe collisions, participants questioned whether speeding was an
issue in the corridor, but it appears to be no different to other locations within the City or other
municipalities. There may be a perceived speed issue, but speeding is not considered to be a problem.
There was some discussion among participants about
the proposed narrowing of the westside sidewalk, and
the removal of trees (the majority of trees that will be
removed are unhealthy or diseased) to accommodate onstreet bike lanes. Safely accommodating all modes and
roadway needs within the existing right-of-way was a
concern among participants. The proposed cross section
[Alternative 2, October 2014, provided by Weston &
Sampson during the report comment period] would
include 10.5-foot travel lanes, 7-foot parking lanes, 5foot bike lanes, and 9-12-foot sidewalks (narrowed to 69-foot at proposed 3-foot tree pits). Increased vehicular
Narrow sidewalk width
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speed and compacted pedestrian accommodations was a concern for any roadway widening created by
narrowing the sidewalk.
The existing 22-foot shared travel lane/parking lane suggests truck traffic is accommodated (local
deliveries only are permitted). Lane markings may have faded, but the truck traffic is limited to local
deliveries.
Enhancements:
• Analyze Automatic Traffic Recorder (ATR) speed data along the corridor to identify potential
higher speed locations.
• Consider providing 10-foot travel lanes as a traffic calming technique, and potentially help reduce
rear-end collisions, and reduce the sidewalk reduction. Some participants in their report
comments noted that 10-foot travel lanes are very tight for local deliveries and fire apparatus.
• As an interim measure some participants suggested providing a 10.5-foot travel lane and 11-foot
parking lane (although this could have the appearance of a travel lane, and so a parking lane, with
a buffer zone, may be more appropriate).
• It was recommended that MassDOT and the City should meet to discuss the results and feedback
from the RSA and select a cross section(s) that can safely accommodate all modes along the
corridor, while being considerate of competing needs and demands.
• Gather pedestrian counts and undertake a Pedestrian Level of Service analysis, especially in the
business districts, to determine the impacts of a reduced westside sidewalk width.
• Some participants recommended not reducing the sidewalk width in the commercial districts or
where there is a lot of crossing activity.
• Restripe faded lane markings.
Safety Issue #6: School-related traffic
Observations:
With the addition of bicycle facilities in the corridor,
participants felt that the number of school children
bicycling would likely increase. Therefore, an
increased number of right turns from Broadway
southbound onto Crescent Avenue, towards the Clark
Avenue School, are anticipated. Crescent Avenue
runs one-way eastbound, but participants believe
most children would ride their bikes on the northside
of the sidewalk.
Location of school zone signs
The St. Rose school zone warning sign is positioned south of Crescent Avenue, which is just beyond the
Clark Avenue school zone. The City has designated some school zones and added signage, in response to
the community; however, they do not necessarily meet the required standards. For example, the first
warning sign should be signed as “School Zone Ahead”, rather than “School”, in accordance with the
Massachusetts Amendments to the MUTCD and the Standard Municipal Traffic Code, 2012.
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Participants reported that approximately 2,000 children attend the Chelsea Elementary School complex
(four schools) on Eastern Avenue and that one or two crossing guards are provided at each intersection
along Broadway during school time. Crossing guards generally hold the children to wait to walk with the
signalized crossing, helping with traffic flow. Many children walk along Crescent Avenue and Cary
Avenue to Broadway, and so Broadway essentially functions as a funnel. The designated walking route
to the school is on Spencer Avenue, but participants felt that more children may be encouraged to walk to
school if the route was changed to Broadway.
Enhancements:
• Evaluate the potential for a contra-flow bicycle lane on Crescent Avenue to provide bicycle
accommodations from Broadway to the Clark Avenue School [Note this is beyond the limits of
work for the Broadway Infrastructure Project]. It was further noted in report comments received
that contra-flow bike lanes require adequate width and may not be suitable for school-aged
children.
• Consider relocation of the school zone boundary for the St. Rose School further north to include
Crescent Avenue and access to/from the Clark Avenue School. Also, update signage to conform
to MassDOT requirements.
• Improve pedestrian connectivity from cross streets to Broadway, including the crossing at
Webster Avenue, and work with the schools to encourage more children to walk.
• Consider development of an education program to work with children on how to properly walk
and bike to school. A subsequent comment on the draft report also suggested an education
program for drivers be considered. This program could potentially educate drivers on appropriate
driving behaviors within school zones.
Safety Issue #7: Sidewalk obstacles
Observations:
It was observed that street furniture, bus shelters, signal posts, and utility poles impede the pedestrian path
of travel, while also being a safety issue if obscuring visibility between pedestrians and drivers.
Enhancements:
• Relocate street furniture outside of the general path of travel wherever possible and optimize the
location of structures for a more continuous straight flow.
• Place signage on crosswalk bump outs signage, outside of the path of travel, which will also
improve visibility for approaching drivers.
Safety Issue #8: Public safety
Observations:
Participants noted that there was a perceived public safety issue, particularly at night, in some areas, such
as along Cary Avenue and at the staircase opposite Green Street, among other areas of the city. A lack of
appropriate lighting was perceived to be one factor in this perception by the RSA team.
Enhancements:
• Install pedestrian scale lighting to improve visibility and safety.
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Safety Issue #9: Fire Station Access/Egress
Observations:
Some RSA participants felt that there was insufficient
advanced warning for the fire station, due to the
continuous flashing yellow signal, when it is not a
solid red, and egress from the station was hampered
by the signal mast pole. Also, the flash rate on the
emergency pre-emption was noted as non-compliant
and a potential trigger for epileptic seizures.
Enhancements:
• Evaluate the potential for an EmergencyVehicle Hybrid Beacon, and signage on an
overhead mast arm at the fire station, to raise
the visibility of the fire station. Also, relocate
the existing mast pole to the back of sidewalk,
or behind the back of sidewalk, to improve
the egress movement north on Broadway.
• Investigate the potential to hard-wire the
emergency signal to the traffic signal
connection at Webster Avenue to stop traffic
before the apparatus exits the fire station,
rather than with the preemption equipment
located on the apparatus.
Fire station signal control
Fire station egress
Safety Issue #10: Gateway treatment
Observations:
There is no gateway treatment to potentially slow down traffic traveling southbound from Route 16 and
Revere along Broadway.
Enhancements:
• Evaluate the potential for a gateway treatment north of the Broadway/Eastern Avenue/Clinton
Street intersection to calm traffic entering Chelsea.
Safety Issue #11: Roadway geometry and congestion at Eastern Avenue
Observations:
RSA participants discussed the challenges of the redesign of the Broadway/Eastern Avenue/Clinton Street
intersection to address the alignment and sight distance issues for drivers turning right from Eastern
Avenue onto Broadway.
The No Right Turn on Red sign is redundant since the intersection signal operates in flashing mode.
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Participants questioned whether the pedestrian signal
was functioning or if the traffic signal permanently
flashes. The City indicated that the signal controller
was damaged and probably doesn’t function correctly,
but the traffic signal was not effective in controlling
traffic when it was in operation, so it has not been
repaired.
Vehicles pick up speed as they travel northbound
towards Revere when traffic volumes are lower.
During busy periods, congestion occurs due to the
numerous signals along Broadway in Revere, and
queuing is likely to result in more distractions for
drivers.
Alignment and sight distance issues for drivers
turning right from Eastern Ave onto Broadway
Enhancements:
• Evaluate relocating or realigning Clinton Street further north, out of the intersection with Eastern
Avenue, to improve traffic control at the intersection.
• Investigate options for signalizing the intersection, and coordinating it with the Department of
Conservation and Recreation (DCR) signal at Route 16, and with the City of Revere at
Broadway/Fenno Street/Beach Street, to the north in Revere.
• North of Eastern Avenue provide two travel lanes in each direction, or one lane southbound and
two lanes northbound including a northbound right turn lane, if the right of way is too narrow, to
help ease congestion, queuing to the south, and reduce speeds.
Safety Issue #12: Horizontal and vertical curves
Observations:
Some RSA participants questioned whether there were sight distance issues with the horizontal and
vertical curves approximately mid-way between Green Street and the fire station near Webster Avenue. A
dumpster was located south of Webster Avenue, on the curve on the westside of Broadway, which may
have exaserbated the sight distance issue.
Enhancements:
•
•
•
Review sight distances and consider design alternatives to ensure sight distance and speed
requirements are met.
Install bike lanes to improve sight distance.
Report comments suggested that an alternative improvement for sight distance could potentially
be obtained by removing two to three parking spaces on the inside of the curve, increasing the
radius of the traveled way by shifting it slightly to the west, and using the remaining space to
widen the sidewalk.
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Road Safety Audit—Broadway, Chelsea
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FINAL
Broadway and Webster Avenue
Safety Issue #1: Restricted turn movements
Observations:
Participants noted that if a vehicle is making a northbound left turn, there is currently insufficent space to
pass to the right and travel straight through the intersection. Also the northbound left turn movement has
a lead phase allowing vehicles to turn prior to southbound traffic.
Enhancements:
• Installation of a northbound left-turn-only lane and through-right lane would allow left turning
movements and through movements to occur concurrently. Report comments added that
enforcement or elimination of parking near the intersection could also allow left and through
movements to occur simultaneously.
Safety Issue #2: Webster Avenue as a cut-through street
Observations:
It was noted that Webster Avenue is considered a cut-through street, providing access to/from Route 1,
Route 16, Parkway Plaza Shopping Center and Park and Fly/other destinations on Eastern Avenue. On the
eastbound approach to Broadway there is a downhill grade that is narrow due to parking but vehicles
sometimes speed.
Truck exclusions within the project area are predominantly not signed, or incorrectly signed, although
some participants felt that the signs are still obeyed and therefore trucks have a minimal impact on cutthrough traffic.
On the eastbound approach to Broadway there are a number of rear-end collisions that are likely
attributed to the poor visibility of the traffic signal at Broadway and the streep grade on the approach.
Enhancements:
• Replace the existing non-compliant truck exclusion signage and install signage in more
appropriate locations, including advance signage for prohibited turn movements, to deter cutthrough traffic. Comments specifically noted that signage should be installed on Broadway,
Stockton Street and Webster Avenue, pursuant to permit #E-B-057-6040.
• Provide an advanced warning sign for the traffic signal at Broadway and Webster Avenue,
including reference to Broadway, at the crest of the hill on Webster Avenue.
Safety Issue #3: Pedestrian activity
Observations:
The laundromat, despite its off-street parking lot, generates a lot of pedestrian activity, especially across
Broadway. Other land-uses, including the bodega (convenience store specializing in Hispanic groceries),
liquor store, and other retailers, generate a signficiant amount of pedestrian activity at this intersection.
The existing signal provides concurrent pedestrian phasing. Pedestrian volumes are high, and all of the
pedestrian collisions between 2012 and 2014 occurred with a turning vehicle.
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Road Safety Audit—Broadway, Chelsea
Prepared by McMahon Associates, Inc.
FINAL
Some crosswalks are slightly set back from the intersection and, since buildings are located at the back of
the sidewalk and vehicles park close to the intersection, the sight distance is poor. In addition, a high
number of crashes occurred at night under dark conditions, for which inadequate lighting at the
intersection may be a primary factor.
Enhancements:
• Provide an exclusive pedestrian phase to reduce collisions between pedestrians and turning
vehicles.
• Review right turn on red accommodations in coordination with the Traffic Commission.
• Review the crosswalk location and setback distance to improve sight distance, and deter vehicles
from parking too close to the intersection.
• Add crosswalk bump outs to reduce the crossing distance.
• Evaluate lighting at the intersection in consideration of the high number of crashes that have
occurred when it is dark.
Broadway and Stockton Street
Safety Issue #1: Angled collisions
Observations:
Participants noted the angled collisions between the Stockton Street eastbound left turn movements and
Stockton Street westbound through movements. A potential contribution to this is that westbound and
eastbound approach lanes are both uphill, and receiving lanes are downhill. Alternatively, drivers are
running red lights, possibly due to excess delay and/or waiting behind a vehicle attempting to turn,
especially northbound left turns.
There was discussion about how the heavy westbound through movements make it difficult for eastbound
left turns to find a gap. This may also be a gap acceptance problem where drivers are taking a smaller less
safe gap to get through the traffic. Participants described this as a high conflict area. Furthermore, three
collisions occurred involving vehicles travelling on Broadway striking vehicles travelling from Stockton
Street, which may be attributed to red light running.
Comments received on the draft report also noted the crest curve at the intersection, which may cause a
sight distance issue where approaching vehicles cannot see each other until they are close to the
intersection. Similarly, the driveway at Tedeschis is located in close proximity to the intersection, and
may contribute to collisions at the intersection.
Enhancements:
• Review overall signal timings for throughput at the intersection and to reduce red light running in
particular, northbound left turns.
• Evaluate the possibility of split phasing for the eastbound and westbound movements during peak
hours to help the left turn movements.
• Evaluate measures, such as additional signage or parking restrictions, to address sight distance
constraints at the intersection.
• Close the curb cut along Broadway at Tedeschis.
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Road Safety Audit—Broadway, Chelsea
Prepared by McMahon Associates, Inc.
FINAL
Safety Issue #2: Pedestrian activity
Observations:
Pedestrians currently walk concurrently, although the signal provides an exclusive pedestrian phase. The
pedestrian volumes are low enough to consider the effectiveness of the current pedestrian phasing, as the
mix of exclusive and concurrent phasing in the Broadway corridor may be confusing to pedestrians.
Enhancements:
• Review pedestrian signal phasing to provide consistency within the corridor.
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Road Safety Audit—Broadway, Chelsea
Prepared by McMahon Associates, Inc.
FINAL
Recommendations
After the site visit, audit participants returned to discuss the safety issues and consider various
improvements. The audit participants were encouraged to consider both short and long-term
improvements for each of the existing safety issues. Each improvement considered has been categorized
as short-term, mid-term, or long-term based on the definitions shown in Table 2. Additionally, a cost
category has been assigned to each improvement based on the parameters set forth in Table 2.
Table 2. Estimated Time Frame and Costs Breakdown
Time Frame
Costs
Short-Term
<1 Year
Low
<$10,000
Mid-Term
1-3 Years
Medium
$10,001-$50,000
Long-Term
>3 Years
High
>$50,000
Summary of Road Safety Audit
A summary of the potential recommendations discussed by the RSA audit team are summarized in Table
3. The recommendations are summarized based on the potential safety payoff, time frame, approximate
cost and responsible agency. The safety payoff is a subjective judgment of the potential effectiveness of
the safety recommendations listed below.
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Road Safety Audit—Broadway, Chelsea
Prepared by McMahon Associates, Inc.
FINAL
Table 3. Potential Safety Enhancement Summary
Safety Issue
Potential Safety Enhancement
Safety
Payoff
Time Frame
Cost
Responsible
Agency
Broadway Corridor
Pedestrian accommodations
Add/restripe/consolidate/relocate/eliminate
crosswalks
Medium
Short-Term
Low
City of Chelsea
Pedestrian accommodations
Provide ADA compliant curb ramps
Medium
Mid-Term
Medium
City of Chelsea
Pedestrian accommodations
Add crosswalk bump outs
High
Mid-Term
Medium
City of Chelsea
Pedestrian accommodations
Add temporary asphalt bump outs
High
Short-Term
Low
City of Chelsea
Pedestrian accommodations
Add RRFB or Pedestrian Hybrid Beacons at
crosswalks
High
Mid-Term
High
City of Chelsea
Pedestrian accommodations
Enforce no parking at crosswalks
Medium
Short-Term
Low
City of Chelsea
Pedestrian accommodations
Install Accessible Pedestrian Signals
Medium
Long-Term
High
City of Chelsea
Pedestrian accommodations
Consider raised crosswalks/speed tables
High
Mid-Term
MediumHigh
City of Chelsea
Pedestrian accommodations
Add pedestrian Yield sign/refuge island
Medium
Short-Term
Low
City of Chelsea
Pedestrian accommodations
Formalize parking area at garage/gas station
Low
Mid-Term
Low
City of Chelsea/
Abutter
Bicycle accommodations
Add on-street bicycle facilities
High
Mid-Term
Low
City of Chelsea
Vehicle turning movements
Review/tighten curb radii
High
Mid-Term
Medium
City of Chelsea
Vehicle turning movements
Provide curb extensions
High
Long-Term
High
City of Chelsea
Vehicle turning movements
Trim trees/vegetation
Medium
Short-Term
Low
City of Chelsea
Vehicle turning movements
Update street signs
Low
Mid-Term
Low
City of Chelsea
Transit access
Relocate/consolidate bus stops
Medium
Short-Term
Low
City of Chelsea/
MBTA
Transit access
Provide curb extensions at bus stops
High
Long-Term
High
City of Chelsea/
MBTA
Roadway cross section
Restripe travel lanes
Medium
Short-Term
Low
City of Chelsea
Page 20
Road Safety Audit—Broadway, Chelsea
Prepared by McMahon Associates, Inc.
FINAL
Safety Issue
Potential Safety Enhancement
Safety
Payoff
Time Frame
Cost
Responsible
Agency
Roadway cross section
Conduct pedestrian counts and LOS analysis
Low
Short-Term
Low
City of Chelsea
Roadway cross section
Analyze speed data
Low
Short-Term
Low
City of Chelsea
School-related traffic
Evaluate providing a contra-flow bicycle lane on
Crescent Avenue west of Broadway
Medium
Long-Term
Low
City of Chelsea
School-related traffic
Relocate school zone boundary
Low
Mid-Term
Low
City of Chelsea
School-related traffic
Improve connectivity to/from cross streets along
Broadway
Medium
Long-Term
Medium
City of Chelsea
School-related traffic
Develop/enhance walk-bike education program
at schools
High
Short-Term
Low
City of Chelsea
Street furniture
Relocate street furniture
Medium
Mid-Term
Medium
City of Chelsea
Street furniture
Add bump outs for crossings and where street
furniture may be placed
Low
Mid-Term
High
City of Chelsea
Public Safety
Install pedestrian scale lighting along the
corridor
Medium
Long-Term
High
City of Chelsea
Fire Station Access/Egress
Evaluate improved signals e.g. hybrid beacon
and signage
Medium
Long-Term
High
City of Chelsea
Medium
Mid-Term
Medium
City of Chelsea
Fire Station Access/Egress
Relocate mast pole
Eastern Ave geometry &
congestion
Develop design alternatives, including relocation
of Clinton Street
Eastern Ave geometry &
congestion
Investigate options for
coordinating the intersection
Horizontal/Vertical curves
Review data and adjust roadway curvature
north of Green Street
signalizing
and
Medium
Long-Term
High
City of Chelsea/
Abutter
High
Mid-Term
High
City of
Chelsea/City of
Revere/DCR
Medium
Mid-LongTerm
MediumHigh
City of Chelsea
Page 21
Road Safety Audit—Broadway, Chelsea
Prepared by McMahon Associates, Inc.
FINAL
Safety Issue
Safety
Payoff
Potential Safety Enhancement
Time Frame
Cost
Responsible
Agency
Short-Term
Low
City of Chelsea
Broadway and Webster Avenue
Restricted turning movements
Provide geometric changes including adding a
left turn lane, and a through-right turn lane, and
enforce
parking
restrictions
near
the
intersection.
Cut-through street
Replace and relocate truck restriction signage
Low
Short-Term
Low
City of Chelsea/
MassDOT
Cut-through street
Provide
advanced
warning
signs
for
approaching traffic signal on Webster Avenue
Low
Short-Term
Low
City of Chelsea
Pedestrian activity
Provide exclusive pedestrian phase
High
Short-Term
Low
City of Chelsea
Pedestrian activity
Review right turn on red
Medium
Short-Term
Low
City of Chelsea
Pedestrian activity
Adjust crosswalk location
Medium
Short-Term
Low
City of Chelsea
Pedestrian activity
Evaluate lighting at the intersection in
consideration of a high number of nighttime
crashes
Medium
Mid-Term
Medium
City of Chelsea
Medium
Broadway and Stockton Street
Angled collisions
Review overall signal timings for throughput at
the intersection and to reduce red light running
Medium
Short-Term
Low
City of Chelsea
Angled collisions
Evaluate the possibility of split phasing for the
eastbound and westbound movements
Medium
Short-Term
Low
City of Chelsea
Angled collisions
Evaluate measures, such as additional signage
or parking restrictions, to address sight distance
constraints at the intersection
Medium
Short-Term
Low
City of Chelsea
Angled collisions
Close curb cut on Broadway @ Tedeschis
Medium
Mid-Term
Low
City of Chelsea
Pedestrian activity
Review
pedestrian
signal
consistency along the corridor
Medium
Short-Term
Low
City of Chelsea
timings
for
Page 22
Road Safety Audit—Broadway, Chelsea
Prepared by McMahon Associates, Inc.
FINAL
Appendix A. RSA Meeting Agenda
Road Safety Audit
Broadway Corridor (Eastern Ave to
Crescent Ave), Chelsea, MA
Meeting Location: Chelsea City Hall
500 Broadway, Chelsea, MA
June 30, 2015
8:00 AM – 12:00 PM
Type of meeting:
High Crash Location – Road Safety Audit
Attendees:
Invited Participants to Comprise a Multidisciplinary Team
Please bring:
Thoughts and Enthusiasm!!
8:00 AM
Welcome and Introductions
8:15 AM
Review of Site Specific Material
 Crash, Speed & Volume Summaries– provided in advance
 Existing Geometries and Conditions
9:30 AM
Visit the Site
 Walk along Broadway corridor
 As a group, identify areas for improvement
11:00 AM
Post Visit Discussion / Completion of RSA
 Discuss observations and finalize findings
 Discuss potential improvements and finalize recommendations
12:00 PM
Adjourn for the Day – but the RSA has not ended
Instructions for Participants:
 Before attending the RSA on June 30, participants are encouraged to drive through
the site and complete/consider elements on the RSA Prompt List with a focus on
safety.
 All participants will be actively involved in the process throughout. Participants
are encouraged to come with thoughts and ideas, but are reminded that the
synergy that develops and respect for others’ opinions are key elements to the
success of the overall RSA process.
 After the RSA meeting, participants will be asked to comment and respond to the
document materials to assure it is reflective of the RSA completed by the
multidisciplinary team.
Road Safety Audit—Broadway, Chelsea
Prepared by McMahon Associates, Inc.
FINAL
Appendix B. RSA Audit Team Contact List
Road Safety Audit—Broadway, Chelsea
Prepared by McMahon Associates, Inc.
FINAL
Participating Audit Team Members
Date:
June 30, 2015
Audit
Members
Team
Location:
Agency/ Affiliation
Chelsea City Hall
Email Address
Phone
Number
mabbott@ctps.org
Mark Abbott
Boston Region MPO
Adam Prichard
MassDOT
John Mastera
MassDOT Traffic Safety
David Posner
MassDOT
Erin Kinahan
MassDOT District 6
Amitai Lipton
MassDOT District 6
Ron Fishman
MGH Chelsea
Alexander Train
Chelsea - Planning and atrain@chelseama.gov
Development
Andy DeSantis
Chelsea - Public Works
Wendy Landman
WalkBoston
Julie DeMauro
WalkBoston
Patty Passariello
Weston & Sampson
Larry Keegan
Weston & Sampson
Sandra Clarey
McMahon Associates
Erin Fredette
McMahon Associates
Adam.prichard@state.ma.us
316-990-5283
John.mastera@state.ma.us
857-368-9648
David.posner@dot.state.ma.us
617-866-0725
Erin.kinahan@state.ma.us
857-368-6154
Amitai.lipton@state.ma.us
857-368-6313
Rfishman1@partners.org
617-889-8598
617-466-4180
adesantis@chelseama.gov
617-466-4206
wlandman@walkboston.org
617-367-9255
jdemauro@walkboston.org
617-367-9255
keeganl@wseinc.com
774-277-0312
passariello@wseinc.com
978-532-1900
sclarey@mcmahonassociates.com
617-556-0200
efredette@mcmahonassociates.com
617-556-0200
Road Safety Audit—Broadway, Chelsea
Prepared by McMahon Associates, Inc.
FINAL
Appendix C. Detailed Crash Data
Broadway at Stockton Street
Number
Crash Date
Crash Time Crash Severity
Property damage only (none injured)
Manner of Collision Movement V1
Movement
V2
Movement
V3
Movement
V4
Driver Age
Striking Veh
Ambient
Conditions
Weather
Condition
Roadway
Condition
Comments
Sideswipe, Same Direction
SBR
SBT
29
Daylight
Clear
Dry
Veh 1 was maneuvering a right hand turn onto Stockton when Veh 2 sideswiped Veh 1
Sideswipe, Same Direction
WBT
WBR
Unknown
Daylight
Clear
Dry
Veh 1 was travelling straight ahead when Veh 2 sped around to take a right
Property damage only (none injured)
Rear‐End
WBT
WBU
Unknown
Daylight
Clear
Dry
Veh 1 entered intersection behind Veh 2 when Veh 2 made a U‐turn in the intersection and was struck by Veh 1
Property damage only (none injured)
Angle
WBT
EBL
Unknown
Dark ‐ lighted roadway Cloudy
Dry
Veh 1 started taking left when Veh 2 hit Veh 1 in the side
12:35 PM Non‐fatal injury
Angle
NBT
EBL
60
Daylight
Clear
Dry
Veh 1 was travelling straight ahead through the intersection when Veh 2 took a left into the intersection causing a collision
5/11/2013
5:08 PM Non‐fatal injury
Angle
WBT
SBT
Unknown
Daylight
Cloudy
Dry
Veh 2 drove around traffic at red light into the intersection and struck Veh 1 7
6/23/2013
5:32 PM
Property damage only (none injured)
Rear‐End
SBR
SBR
Unknown
Daylight
Clear
Dry
Veh 1 waited for light to turn green for right turn, Veh 2 struck from behind
8
7/16/2013
2:24 PM
Property damage only (none injured)
Rear‐End
NBT NBT
Unknown
Daylight
Clear
Dry
Veh 1 was struck from behind by Veh 2
9
8/10/2013
5:41 PM Non‐fatal injury
Rear‐End
EBT
EBT
Unknown
Daylight
Clear
Dry
Veh 1 was stopped in traffic when Veh 2 struck Veh 1 from behind
10
9/9/2013
Property damage 12:16 PM
only (none injured)
Head On
WBL
EBT
Unknown
Daylight
Clear
Dry
Veh 1 was struck by Veh 2 while attempting to take a left turn 11
10/6/2013
Angle
EBL
SBT
55
Daylight
Rain
Wet
Veh 1 was taking a left turn onto Broadway when Veh 2 was unable to stop their vehicle due to the wet surface resulting in an angle collision
12
10/11/2013
Rear‐End
NBT
NBT
51
Daylight
Clear
Dry
Veh 1 stopped at the intersection resulting in the 3 vehicles behind Veh 1 to all rear end each other
13
11/8/2013
8:02 PM
Property damage only (none injured)
Rear‐End
SBT
SBT
Unknown
Dark ‐ lighted roadway
Clear
Dry
Veh 1 was struck from behind by Veh 2 while stopped at the traffic signal
14
11/14/2013
1:33 PM
Property damage only (none injured)
Rear‐End
NBT
NBT
Unknown
Daylight
Clear
Dry
Veh 1 struck Veh 2 from behind while traveling north
15
12/14/2013
2:36 PM
Property damage only (none injured)
Sideswipe, Same Direction
WBT
WBT
Unknown
Daylight
Snow
Snow
Veh 1 was parked on the roadside when Veh 2 struck Veh 1
16
3/24/2014
8:43 AM
Property damage only (none injured)
Rear‐end
WBT
WBT
Unknown
Daylight
Clear
Dry
Veh 1 was in reverse entering the roadway and struck Veh 2 17
4/22/2014
5:42 PM
Property damage only (none Single Vehicle crash
injured)
NBR
Unknown
Daylight
Clear
Dry
Veh 1 struck a utility pole while maneuvering right hand turn
18
11/3/2014
3:50 PM
Property damage only (none injured)
Rear‐End
WBT WBT
39
Daylight
Clear
Dry
Veh 1 struck Veh 2 from behind while waiting in traffic on Stockton St
19
11/29/2014
10:59 AM
Property damage only (none injured)
Rear‐End
SBT
SBT
Unknown
Daylight
Clear
Dry
Veh 1 struck the rear of Veh 2 while stopped at redlight
20
12/3/2014
5:18 PM
Property damage only (none injured)
Sideswipe, Same Direction
WBT
WBT
Unknown
Dark ‐ lighted roadway
Rain
Wet
Veh 1 started to turn left, so Veh 2 started to go around Veh 1 when Veh 1 came back into the
lane and struck Veh 2
1
6/15/2012
3:12 PM
2
9/5/2012
3
12/15/2012
8:31 PM
4
3/29/2013
8:53 PM
5
4/1/2013
6
3:55 PM Non‐fatal injury
7:23 AM
Property damage only (none injured)
3:22 PM Non‐fatal injury
NBT
NBT
Broadway at Stockton Street CRASH YEARS
70%
60%
60%
50%
40%
30%
25%
20%
15%
10%
0%
2012
2013
2014
CRASH DAYS
35%
30%
30%
25%
20%
20%
15%
15%
15%
10%
10%
10%
5%
0%
0%
CRASH MONTH
20%
18%
16%
14%
12%
10%
8%
6%
4%
2%
0%
20%
15%
10% 10%
10%
5%
0%
0%
J
F
M
A
M
J
10% 10%
5%
5%
J
A
S
O
N
D
Broadway at Webster Avenue
Number
Crash Date
Crash Day
1
1/1/2012
Sunday 2
4/23/2012
Monday
3
7/11/2012
Wednesday
Crash Time
Crash Severity
Property damage only (none Property damage 5:28 AM
only (none Property damage 4:24 PM
only (none Property damage 10:09 AM
only (none 3:09 AM
Manner of Collision
Movement V1 Movement V2
Angle
EBT
Movement
V3
Movement V4
Driver Age
Striking Veh
NBT
Unknown
Ambient
Conditions
Dark ‐ lighted roadway
Dark ‐ lighted roadway
Weather
Condition
Roadway
Condition
Clear
Dry
Comments
Veh 1 was traveling North when it struck Veh 2 travelling east
Rear‐End
NBT
NBT
Unknown
Rain
Wet
Veh 1 was traveling NB when Veh 2 struck the rear of Veh 1 Sideswipe, Same Direction
EBT
Parked
Unknown
Daylight
Clear
Dry
Veh 1 was traveling at a low rate of speed when Veh 2 opened their driver side door into Veh 1
4
8/23/2012
Thursday
Rear‐End
NBT
NBT
29
Daylight
Clear
Dry
Veh 1 was sitting in traffic when Veh 2 struck the rear of Veh 1
5
10/13/2012
Saturday
4:53 PM Non‐fatal injury
Angle
EBT
WBL
Unknown
Dusk
Clear
Dry
Veh 1 struck Veh 2 while Veh 2 was taking a left hand turn
6
10/13/2012
Saturday
4:53 PM Non‐fatal injury
Angle
SBL
NBT
50
Dusk
Clear
Dry
Veh 1 was taking a left turn onto Webster when Veh 2 struck the side of Veh 1
Cloudy
Wet
Veh 1 was slowing toward the red light at Broadway when Veh 2 struck the rear of Veh 1
Clear
Dry
Veh 1 swerved across the double yellow line and struck the traffic signal post
7
10/19/2012
Friday
Property damage 11:05 PM
only (none Rear‐end
EBT
8
6/5/2013
Wednesday
11:31 PM Non‐fatal injury
Single vehicle crash
NBT
9
8/26/2013
Monday
Property damage only (none Property damage 10:16 PM
only (none Property damage 1:05 PM
only (none Sideswipe, Same Direction
Sideswipe, Same Direction
SBT
Rear‐end
NBT
6:51 PM Non‐fatal injury
Rear‐end
EBT
EBT
Unknown
10
12/8/2013
Sunday
11
2/5/2014
Wednesday
12
2/15/2014
Saturday
8:32 AM
13
5/15/2014
Thursday
11:49 PM
14
6/7/2014
Saturday
12:33 AM
15
7/5/2014
Saturday
11:53 PM
16
11/21/2014
Friday
1:41 PM
Property damage only (none Property damage only (none Property damage only (none Property damage only (none EBR
EBT
27
52
EBT
Dark ‐ lighted roadway
Dark ‐ lighted roadway
Unknown
Daylight
Cloudy
Dry
Veh 1 struck Veh 2 while maneuvering a right hand turn
SBT
Unknown
Dark ‐ lighted roadway
Clear
Dry
Veh 2 attempted to drive around Veh 1 when the light turned green and struck Veh 1
NBT
42
Daylight
Snow
Ice
Veh 1 came to a sudden stop and Veh 2 was unable to stop its vehicle before rear ending Veh 1
Snow
Snow
Veh 2 struck Veh 1 while having a hard time traveling due to the snow. Cloudy
Wet
Veh 1 was turning left when struck by Veh 2 traveling eastbound Clear
Dry
Veh 1 was stopped at a redlight when struck by Veh 2
Clear
Dry
Veh 1 ran a redlight and struck Veh 2 in the intersection
Clear
Dry
Veh 1 struck a crosswalk signal pole while exiting the intersection
Angle
NBL
EBT
Unknown
Rear‐end
EBT
EBT
Unknown
Angle
NBT
EBT
Unknown
Single vehicle crash
EBT
Unknown
Dark ‐ lighted roadway
Dark ‐ lighted roadway
Dark ‐ lighted roadway
Dark ‐ lighted roadway
Daylight
Broadway at Webster Avenue CRASH YEARS
50%
45%
40%
35%
30%
25%
20%
15%
10%
5%
0%
44%
38%
19%
2012
2013
2014
CRASH DAYS
40%
35%
30%
25%
20%
15%
10%
5%
0%
33%
20%
13%
13%
13%
7%
0%
CRASH MONTH
20%
18%
16%
14%
12%
10%
8%
6%
4%
2%
0%
19%
13% 13% 13%
13%
6%
6%
6%
F
M
6%
N
D
0%
0%
J
6%
A
M
J
J
A
S
O
Broadway Corridor (Pedestrian/Bike Crashes)
Number
Crash Date
Crash Day
Crash Time
Crash Severity
Manner of Collision
Vehicle
Ped/Bike
Vehicle
Vehicle
Movement V1 Movement 2 Movement V2 Movement V3
Driver Age
Striking Veh
Ambient
Conditions
Weather
Condition
Roadway
Condition
Comments
1
2/27/2012
Monday
7:43 PM Non‐fatal injury
Angle
NBT
EB (Ped)
Unknown
Dark ‐ lighted roadway
Clear
Dry
Veh 1 was travelling on Broadway at Webster when Ped 2 darted out into the street and Veh 1 collided with Ped 2
2
11/1/2012
Thursday
12:10 PM Non‐fatal injury
Angle
NBT
WB (Bike)
Unknown
Daylight
Clear
Dry
Veh 1 travelling NB on Broadway at Stockton drove around stopped MBTA bus and hit Bike 2 at intersection
3
1/30/2013
Wednesday
6:38 PM Non‐fatal injury
Angle
NBL
SB (Ped)
Unknown
Dark ‐ lighted roadway
Cloudy
Wet
Veh 1 was turning off Broadway onto Webster Ave and hit Ped 2 crossing Webster Ave
4
4/3/2013
Wednesday
11:26 PM Non‐fatal injury
Angle
NBT
EB (Ped)
Unknown
Dark ‐ lighted roadway
Clear
Dry
Ped 2 crossed the road and was struck by Veh 1
5
6/13/2013
Thursday
2:02 PM Non‐fatal injury
Angle
NBT
WB (Ped)
39
Daylight
Clear
Dry
Veh 1 was driving straight ahead and struck Ped 2 as they crossed the roadway 6
7/18/2013
Thursday
2:06 PM Non‐fatal injury
Sideswipe, Same Direction
SBT
SB (Bike)
47
Daylight
Clear
Dry
Veh 1 was travelling down Broadway and sideswiped Bike 2
7
8/7/2013
Wednesday
6:17 PM Non‐fatal injury
Angle
WBL
WB (Ped)
Unknown
Daylight
Clear
Dry
Veh 1 took left from Webster EB onto Broadway and Ped 2 ran into drivers side door of Veh 1
8
10/28/2013
Monday
1:47 PM Non‐fatal injury
Angle
NBL
NB (Bike)
Unknown
Daylight
Clear
Dry
Veh 1 travelling NB on Eastern Ave attempted to take a left into the Walgreen's Parking Lot and hit Bike 2 while maneuvering the turn 9
11/13/2013
Wednesday
4:02 PM Non‐fatal injury
Angle
SBT
EB (Ped)
33
Daylight
Clear
Dry
Veh 1 was travelling SB and attempted to stop for Ped 2 but was unable to stop in time 10
12/5/2013
Thursday
10:26 PM Non‐fatal injury
Angle
SBT
WB (Ped)
61
Dark ‐ Lighted Roadway
Cloudy
Wet
Veh 1 was driving through on Broadway when it hit Ped 2 who was walking across the crosswalk
11
12/6/2013
Friday
8:01 PM Non‐fatal injury
Angle
EBT
SB (Ped)
Unknown
Daylight
Rain
Wet
Veh 1 was travelling EB on Stockton just east of Broadway when Ped 2 ran out into the street and was hit by Veh 1
12
4/30/2014
Wednesday
8:59 PM Non‐fatal injury
Angle
EBT
SB (Ped)
46
Dark ‐ Lighted Roadway
Cloudy
Wet
Veh 1 was traveling EB on Stockton when Ped 2 ran into the street in front of Veh 1
13
5/12/2014
Monday
7:14 PM Non‐fatal injury
Sideswipe, Opposite Direction
WBT
EB (Bike)
Unknown
Daylight
Clear
Dry
Veh 1 was traveling WB on Stockton when Bike 2 rode into the drivers side front side adjacent to the Tedeschis Parking Lot
14
6/2/2014
Monday
2:47 PM
Rear‐End
NBT
Unknown
Daylight
Clear
Dry
Veh 1 stopped on Broadway at Crescent Ave for a school crossing guard and was rear ended by Veh 2
15
7/6/2014
Sunday Sideswipe, Same Direction
SBL
Unknown
Dark ‐ lighted roadway
Clear
Dry
Veh 1 was travelling SB on Broadway and took a left onto Webster into a crosswalk and collided with Ped 2
16
7/9/2014
Wednesday
Rear‐End
NBT
30
Daylight
Clear
Dry
Veh 1 stopped at flashing yellow light on Broadway at Eastern Ave for pedestrian crossing causing a double rear end collision
Property damage only (none injured)
12:45 AM Non‐fatal injury
3:36 PM
Property damage only (none injured)
NBT
NB (Ped)
NBT
NBT
Broadway Corridor (Pedestrian/Bike) CRASH YEARS
70%
56%
60%
50%
40%
31%
30%
20%
13%
10%
0%
2012
2013
2014
CRASH DAYS
38%
40%
35%
30%
25%
20%
15%
10%
5%
0%
25%
25%
6%
6%
0%
0%
CRASH MONTH
20%
18%
16%
14%
12%
10%
8%
6%
4%
2%
0%
19%
13%
6%
6%
13% 13%
13%
6%
6%
0%
J
F
M
6%
0%
A
M
J
J
A
S
O
N
D