Summer Street/Rockland Street/George Washington

Transcription

ROAD SAFETY AUDIT
Summer Street/Rockland Street/
George Washington Boulevard
Town of Hingham
July 16, 2013
Prepared For:
MassDOT Highway Division
Prepared By:
BETA Group, Inc.
Road Safety Audit—Summer St/Rockland St/Geo. Washington Blvd—Hingham, MA
Prepared by BETA Group, Inc.
Table of Contents
Project Data ................................................................................................................................. 1
Background ................................................................................................................................. 2
Project Description ..................................................................................................................... 2
Audit Observations ................................................................................................................... 11
Potential Safety Enhancements ............................................................................................... 16
Summary of Road Safety Audit ............................................................................................... 23
List of Appendices
Appendix A.
Appendix B.
Appendix C.
Appendix D.
RSA Meeting Agenda
RSA Audit Team Contact List
Detailed Crash Data
Speed Regulations
List of Figures
Figure 1.
Location Map ......................................................................................................................... 3
List of Tables
Table 1.
Table 2.
Table 3.
Participating Audit Team Members ....................................................................................... 1
Estimated Time Frame and Costs Breakdown ..................................................................... 17
Potential Safety Enhancement Summary ............................................................................. 24
Project Data
A Road Safety Audit for Summer Street, Rockland Street and George Washington Boulevard from North
Street to the Hull Town Line in the Town of Hingham was held on June 12, 2013 at the Sons of Italy
Lodge in Hingham, MA. As indicated in Table 1, the audit team consisted of representatives from State,
Regional and Local agencies and from resident advocacy groups, and included a cross-section of
engineering, planning, emergency response and legislative expertise.
Table 1. Participating Audit Team Members
Audit Team Member
Agency/Affiliation
Lisa Schletzbaum
MassDOT Highway Division – Safety Section
Corey O’Connor
MassDOT Highway Division – Safety Section
Barbara LaChance
MassDOT Highway Division – District 5 Traffic Operations
Bill Travers
MassDOT Highway Division – District 5 Project Development
Rich Oliveira
MassDOT Highway Division – District 5 Projects
Gigi Mirarchi
Rep. Garrett Bradley
State Legislature
Sean Sullivan
MassDOT Highway Division – Safety Section (intern)
Carley Przystac
MassDOT Highway Division – Safety Section (intern)
Alan Perrault
Bathing Beach & Harbor Development Committee
Christine Dietterich
Resident of Summer Street
Deirdre Anderson
Resident of Summer Street
Mark Duff
Town of Hingham – Fire Chief
Mary Savage Dunham
Town of Hingham – Director of Community Planning
Dave Fenton
Harbor Development Committee
Glenn Olsson
Town of Hingham – Deputy Chief of Police
Chenyuan Wang
Boston Region MPO
Erica Larner
Town of Hingham – Conservation
Stephanie Pelletier
Town of Hingham – Planning
D.J. MacKinon
Resident
John Thomas
Harbor Development Committee
Bruce Rabuffo
Town of Hingham – Selectman
Harry Sylvester
Roger Fernandes
Town of Hingham – Engineering
Town of Hingham – Engineering
Irma Lauter
Town of Hingham – Selectman
Sandra Dalton
State Sen. Hedlund
Betty Foley
Town of Hingham – Assistant Town Administrator
Ted Alexiades
Town of Hingham – Town Administrator
Michael Peraino
Town of Hingham – Police Chief
Greg Lucas
BETA Group, Inc.
Justin Curewitz
BETA Group, Inc.
Page 1
Background
The Federal Highway Administration defines a Road Safety Audit (RSA) as the formal safety examination
of an existing or future road or intersection by an independent, multidisciplinary team. The purpose of an
RSA is to identify potential safety issues and possible opportunities for safety improvements considering
all roadway users. A Road Safety Audit was scheduled for Summer Street, Rockland Street and George
Washington Boulevard from North Street to the Hull Town Line in response to a neighborhood meeting
held on December 12, 2012. The rotary intersection of Summer Street, Green Street and Chief Justice
Cushing Highway has been identified as a high crash location within the Boston MPO region, and an RSA
is required by MassDOT design guidelines for high crash locations. The neighborhood group has
expressed safety concerns along the study corridor and at intersections along the corridor. The RSA is
intended to identify potential short and long term safety improvements that can be made along the corridor
and at the intersections, which can then be implemented through general maintenance for short term low
cost improvements or incorporated into a potential reconstruction project for long term improvements.
Project Description
Summer Street, Rockland Street and George Washington Boulevard form a continuous corridor that
generally follows the shoreline of Hingham Harbor, then extends north towards Hull. Route 3A is northsouth route but generally follows an east-west alignment through Hingham, following Lincoln Street and
Broad Cove Road from the Weymouth town line to the Hingham Harbor shore, then following Otis Street
and Summer Street around the harbor. Route 3A departs Summer Street at a rotary via Chief Justice
Cushing Highway heading southeast towards Scituate, while Summer Street continues eastward and
forms a continuous corridor with Rockland Street and George Washington Boulevard as the primary
access road to Nantasket Beach and the town of Hull. The RSA focus was on the segment of the corridor
from North Street to the Hull town line, but residents and local officials suggested that consideration
should be given to extending any potential improvements north from the Summer Street/North Street
intersection along Otis Street through the intersection of Broad Cove Road and Otis Street, in the vicinity
of the Lobster Pound restaurant.
The segments of Broad Cove Road, Otis Street, Summer Street and Chief Justice Cushing Highway
which are designated as Route 3A are functionally classified as Urban Principal Arterials. Summer Street
east of the rotary, Rockland Street and George Washington Boulevard are classified as Urban Minor
Arterials. North Street and Rockland Street are also designated as Urban Minor Arterials at their
intersections with the primary study corridor, while the segment of Summer Street between the study
corridor and Route 3A is designated as an Urban Collector. Route 3A and all portions of the study
corridor are under MassDOT jurisdiction, while North Street and the segment of Summer Street between
the corridor and Route 3A are under Town of Hingham jurisdiction. Route 3A throughout Hingham is a
National Highway System roadway.
Route 3A provides two travel lanes in each direction in Hingham northwest of the study area, but narrows
to a single lane in each direction in the vicinity of the Lobster Pound restaurant. A single lane is provided
in each direction along the north-south Otis Street segment, where available width is limited by the harbor
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HULL
LEGEND
HINGHAM
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TOWN LINE
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RSA INTERSECTION
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IS T E
OT ROU
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BATHING
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MARTINS LANE
STEAMB
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COVE
BROAD
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LOBSTER
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GEO
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GE
HINGHAM
HARBOR
CHIEF JUS
WATER
STREET
TICE CUSH
ING HIGHW
AY
(ROUTE 3A
)
Road Safety Audit
Summer St/George Washington Blvd
Figure 1
Hingham, MA
Location Map
HINGHAM
DISTRICT
COURT
on the east side and by Broad Cove on the west side. The roadway widens to provide two lanes in each
direction near the northern end of Bathing Beach, and then provides two lanes in each direction
throughout the remainder of the study area. Intersection geometry is discussed in detail below.
Summer Street (Route 3A)/North Street
Summer Street and North Street form a signalized T-intersection, with North Street approaching from the
south and intersecting Summer Street on a horizontal curve. North Street is the primary link between the
Hingham Harbor area, Route 3A and Hingham Center. Summer Street provides two travel lanes in each
direction, with turns accommodated from a shared lane. Westbound left turns towards North Street
operate under protected-permissive phasing. A raised median 50’ in length separates the approach and
departure lanes on North Street. The departure lane is wide enough to allow two vehicles side-by-side
before merging, but is not marked as such. The approach lane widens to provide separation for rightturning vehicles, which are under yield control and separated by a triangular island.
Summer Street
westbound at
North Street
Crosswalks are provided across the North Street approach and across Summer Street on both sides of the
intersection with a pushbutton-activated protected pedestrian phase, although a pedestrian signal head was
missing on the southeast corner for the crosswalk across Summer Street. An unprotected crosswalk is
provided across the channelized right turn lane from North Street to Summer Street. Continuous
sidewalks are provided along both sides of Summer Street east of North Street, and along the north side of
Summer Street west of North Street.
Water Street forms an unsignalized intersection with Summer Street approximately 300 feet east of North
Street and impacts operations along the Summer Street corridor. Vehicles waiting to turn left to Water
Street must wait in the travel lane, which then creates lane shifts upstream so through vehicles in the left
lane can bypass the waiting vehicle. A vehicle bound for North Street in the left lane departing the rotary
may shift to the right lane to bypass a stopped vehicle at Water Street, then immediately shift back to the
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left lane to make the left turn at North Street. The “jockeying for position” created by these movements is
a factor in the crash history of the corridor. Operations are also influenced by vehicles entering and
exiting the businesses between Water Street and the rotary, including a gas station and car wash.
Crash data provided by the Hingham Police Department and summarized by MassDOT show 22 crashes
occurred between March 2010 and March 2013. The prevalent crash type were single vehicle crashes,
comprising 41% of total crashes. Seven of these crashes involved an out of control vehicle, and six of
those seven involved wet or wintry conditions, or an operator under the influence. North Street
intersecting Summer Street on a horizontal curve may be a contributing factor in run-off-road crashes.
Four sideswipe crashes occurred westbound on Summer Street, which may be the result of lane shifting
described earlier due to vehicles turning onto Water Street. Three angle crashes occurred at the
intersection, two involving a vehicle turning left to North Street and one involving a vehicle exiting the
Lincoln Maritime Center. Two of these three crashes were defined as “courtesy crashes”, so named
because a non-involved motorist shows courtesy to a turning or entering vehicle, which is then struck by
another vehicle traveling in the outside lane or in the opposite direction. Six rear-end crashes occurred at
the intersection, three of which occurred at the yield-controlled North Street channelized right turn to
Summer Street eastbound. Rear-end crashes on this type of yield alignment are common because of
variances in driver behavior in yield situations, exacerbated by the fact that the right turn lane alignment
requires drivers to be looking over their shoulder to judge available gaps rather than forward where a
vehicle may still be stopped unexpectedly.
One pedestrian crash occurred in the crosswalk on the west leg of the intersection, in which the driver
claimed the pedestrian “came out of nowhere”. It should be noted that 41% of all crashes occurred during
June and July, and 51% occurred between May and September. The study area sees a noticeable increase
in traffic during the summer months, and it was suggested that beachgoing drivers are less likely to be
familiar with the area. It was also noted that drivers leaving the beach may be fatigued from the effects of
the heat and sun, and therefore less alert to their surroundings.
A summary of crash data and a collision diagram are included in the Appendix.
Summer Street (Route 3A)/Chief Justice Cushing Highway (Route 3A)/Green Street
Summer Street, Chief Justice Cushing Highway and Green Street form a rotary intersection
approximately 800 feet east of the Summer Street/North Street intersection. Route 3A follows Summer
Street west of the rotary and Chief Justice Cushing Highway southeast of the rotary. Traffic bound for
Nantasket Beach and Hull continues along Summer Street east of the rotary.
Summer Street in each direction provides a two lane approach at the rotary under yield control. Green
Street and Chief Justice Cushing Highway each provide a single lane approach at the rotary under yield
control, although the Chief Justice Cushing Highway approach is wide enough to allow two cars side-byside. Faded yield markings are provided on all approaches. A small island delineated by a single yellow
line is provided separating the approach and departure lanes on the Summer Street and Chief Justice
Cushing Highway approaches. The rotary circulating roadway is wide enough to accommodate two
vehicles side-by-side, but is not striped except for edge lines on both the inner and outer edge of the
roadway. The lack of defined lanes creates a “free-for-all” atmosphere where drivers of varying
aggressiveness exhibit different driving styles and behaviors when entering, navigating and exiting the
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circle. The lack of defined lanes and variance in driver behavior contributes to the crash history of the
rotary.
Summer Street
westbound at
rotary
A sidewalk is provided along the northern edge of the rotary, allowing pedestrians a continuous path
between the two Summer Street legs of the rotary. It was noted that the lack of separation between the
roadway and the sidewalk reduces the perceived safety of the sidewalk, and that a guardrail located at the
back of sidewalk was placed as the result of vehicles departing the roadway and encroaching on the
sidewalk; although no crashes of this type were reported during the study period, there was damage to the
guardrail that was observed on the day of the audit.
occurred between March 2010 and March 2013. As previously noted, the rotary is identified as a high
crash location within the Boston MPO region. The most prevalent crash type were rear-end crashes,
comprising 37% of total crashes. As previously discussed, rear-end crashes on this type of yield
alignment are common because of variances in driver behavior in yield situations. Five of the rear-end
crashes occurred on the Chief Justice Cushing Highway approach. It was suggested that the downhill
grade and lack of advance warning signage on this approach may be factors in the number of rear-end
crashes.
Other frequent crash types at the intersection include sideswipe crashes, comprising 31% of total crashes,
and angle crashes, comprising 26% of total crashes. The majority of crashes occur at the points where
vehicles would be departing the rotary, and are likely exacerbated by the lack of defined lanes within the
rotary. A number of crashes were attributed to a vehicle exiting from the inside while a vehicle is
navigating the rotary in the outside lane. Six of these type of crashes occurred on the westbound exit to
Summer Street, four occurred on the exit to Chief Justice Cushing Highway, and two occurred on the exit
to Summer Street eastbound. Sideswipe crashes occurred in the rotary between Chief Justice Cushing
Highway and Summer Street, and on the exit to all three major streets. Sideswipe crashes both in the
rotary and exiting the rotary are likely the result of undefined lanes. The point of departure and travel
pattern exiting the rotary varies depending on the driver, and may involve encroaching on both lanes. It
was noted that drivers exiting to Summer Street eastbound regularly cross the center line when exiting, as
evidenced by the worn pavement markings.
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One pedestrian crash and one bicycle crash occurred at the intersection. The bicycle crash occurred at the
Chief Justice Cushing Highway approach and involved a bicyclist traveling the wrong way (against
traffic) around the rotary. The pedestrian crash occurred at night when a vehicle avoiding another vehicle
struck a pedestrian in the sidewalk on Summer Street departing the rotary. It should be noted that 50% of
all crashes occur between June and September, and that 50% of all crashes occur between the hours of 2
PM and 6 PM. A summary of crash data and a collision diagram are included in the Appendix.
Summer Street near Steamboat Lane and Barnes Road
The segment of Summer Street between Steamboat Lane and Barnes Road was also identified as a study
focus due to the crash history of the area. Summer Street provides two lanes in each direction through this
segment, separated by a double yellow center line and delineated by an edge line with no shoulders.
Summer Street has an uphill grade from the rotary approaching the signalized intersection of Summer
Street, Rockland Street and Martins Lane. A horizontal curve in the vicinity of Steamboat Lane in
combination with the vertical alignment contributes to visibility concerns for residents turning to and
from driveways and side streets along this segment. Residents of the area noted that vehicle speeds and
narrow lanes along this segment result in vehicles either crossing the double yellow center line or
encroaching on the adjacent travel lane.
Summer Street
westbound
near Barnes
Road
Bus
encroaching on
travel lane
A continuous sidewalk is provided along the north edge of Summer Street throughout this roadway
segment. Utility poles located in the sidewalk reduce the effective width of the sidewalk for pedestrians.
Vegetation growth encroaches on the sidewalk throughout the study corridor, but is most prevalent in this
segment.
occurred between March 2010 and March 2013. 54% of crashes occurred in the months of May, June and
July. Four crashes involved an out of control vehicle; three of the four were in wet/snowy/icy conditions,
while the fourth involved an operator under the influence. Two crashes involved vehicles heading in
opposite directions, confirming concerns regarding vehicles crossing the center line. One sideswipe crash
involved two westbound vehicles, which may also be related to horizontal alignment and vehicle speed.
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One angle crash involved a vehicle exiting 75 Summer Street, where visibility is limited by the horizontal
curve. It should be noted that 7 of 11 crashes (64%) involved an injury.
Summer Street/Rockland Street/Martins Lane
Summer Street, Rockland Street and Martins Lane form a 4-way intersection under traffic signal control.
Summer Street forms the west and south legs of the intersection, with Rockland Street as the east leg and
Martins Lane as the north leg. The west leg of Summer Street and the Rockland Street leg form the
mainline as part of the continuous Summer Street, Rockland Street, George Washington Boulevard
corridor.
Rockland
Street
westbound at
Summer
Street/
Martins Lane
The Summer Street eastbound approach and the Rockland Street westbound approach each provide two
through lanes with an exclusive left turn lane. Concrete medians separate the left turn lane from the
adjacent opposing travel lanes in each direction, and extend far enough back to provide channelization of
the through lanes and establish protection for the left turn pocket. The south leg of Summer Street and
Martins Lane each provide a single approach lane, which is separated from the departure lane by a short
concrete median. Both side street approaches are wide enough to allow separation between a left-turning
or through vehicle and a right-turning vehicle.
The traffic signal provides an exclusive phase for the left turn in both directions and has a protected
pedestrian phase. Crosswalks are provided across the west leg of Summer Street and the Martins Lane
leg. A continuous sidewalk is provided along the north side of the Summer Street/Rockland Street
corridor and along the west side of the south leg of Summer Street. This segment of Summer Street
provides a connection to the Nantasket Junction MBTA commuter rail stop and to Chief Justice Cushing
Highway (Route 3A).
Crash data provided by the Hingham Police Department and summarized by MassDOT show seven
crashes occurred between March 2010 and March 2013. Five of the seven crashes were rear-end crashes,
with three occurring westbound and two occurring eastbound. The remaining two crashes were an angle
crash involving a northbound right-turning vehicle and a fixed object crash where an eastbound vehicle
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struck a sign in the median on the east leg of the intersection. A summary of crash data and a collision
diagram are included in the Appendix.
Rockland Street/George Washington Boulevard
Rockland Street and George Washington Boulevard form a Y-shaped intersection under traffic signal
control, with the west leg of Rockland Street and George Washington Boulevard forming the mainline
roadway. The Rockland Street/George Washington Boulevard mainline makes a sweeping turn to the
north in the vicinity of this intersection to continue towards Hull. The layout of the intersection indicates
that Rockland Street was at one time a continuous corridor, but was realigned to intersect George
Washington Boulevard at a right angle. A short stub of Rockland Street remains between the realigned
east leg and the mainline corridor to provide access for residents.
Rockland
Street
eastbound at
Rockland
Street/George
Washington
Boulevard
The Rockland Street/George Washington Boulevard corridor provides two travel lanes in each direction,
with a channelized right turn to Rockland Street separated by a triangular island. Left turns to Rockland
Street from George Washington Boulevard southbound are accommodated within the left travel lane, and
the signal provides only permissive operation for these left turns. The westbound Rockland Street
approach provides two lanes, with left turns to Rockland Street allowed from both lanes. A median island
separates the approach and departure lanes on Rockland Street. No pedestrian phase is provided, and no
crosswalks are provided across the Rockland Street/George Washington Boulevard corridor or across the
side street Rockland Street approach. A continuous sidewalk is provided along the north and west side of
the mainline corridor, separated from the roadway by a grass strip.
Crash data provided by the Hingham Police Department and summarized by MassDOT show eight
crashes occurred between March 2010 and March 2013. Four of these crashes were single vehicle
crashes. One of these crashes involved a medical emergency, while another involved a driver following
GPS directions who was not aware of where to turn and struck a sign on the median. It was suggested that
vehicles traveling eastbound looking to continue on Rockland Street may miss the channelized right turn
due to speed and the sweeping horizontal curvature of the roadway.
Two sideswipe crashes occurred at the intersection, one westbound and one eastbound. The westbound
sideswipe occurred departing the intersection and involved two vehicles who had both turned from
Rockland Street. One angle crash involved a westbound left turn to Rockland Street that did not yield to
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oncoming traffic, and one rear-end crash occurred eastbound when a driver stopped for a red light and
was struck by a second driver who did not stop in time.
Additional Information
In addition to the five intersections studied, two crashes were identified in the vicinity of the Hingham
District Court. One angle crash involved a vehicle leaving the courthouse driveway, and one run-off-road
crash occurred near the courthouse. No additional information is available for either crash, but both are
included in the summary diagram in the Appendix.
Speed regulation information was provided for the Summer Street/Rockland Street/George Washington
Boulevard corridor. The corridor has an established, posted 25 mph speed limit from west of the Summer
Street/North Street intersection through the rotary. East of the rotary, the established, posted speed limit
increases to 35 mph until just north of the Rockland Street/George Washington Boulevard intersection,
where it increases to 45 mph.
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Audit Observations
Following a brief introduction to the RSA process and a summary of existing geometry and crash
information, the audit participants were asked to discuss safety issues along the corridor and at each of the
intersections. Audit participants viewed a video recording of the corridor, and subsequently offered
observations on safety issues. A summary of those major safety considerations is as follows:
Summer Street/Rockland Street/George Washington Boulevard Corridor
A number of the observations were common to all intersections or relate to the corridor as a whole.
Consideration should be given to extending any potential corridor improvements north on Route 3A along
Otis Street to the Otis Street/Broad Cove Road intersection, in the vicinity of the Lobster Pound
Restaurant.

Roadway Cross Section – It was suggested that the lack of shoulders along the corridor may be a
contributing factor in the frequency of sideswipe and head-on crashes, and indicates that the existing
roadway width is inadequate for the existing four lane cross section. This is especially true for the
segment of Summer Street in the vicinity of Steamboat Lane and Barnes Road, where two crashes
involved vehicles crossing the center line.

Vegetation – Overgrown vegetation encroaches on the sidewalks and roadway edge, which reduces
the effective sidewalk width and blocks visibility of signs and of
vehicles entering and exiting side streets and driveways. Vehicles
traveling in the outside lane tend to encroach on the inside lane
due to the vegetation overgrowing the shoulder, and pedestrians
are known to walk in the street to bypass vegetation overgrowing
the sidewalk.

Utility Poles – Poles are located in the sidewalk between the
rotary and the Summer Street/Rockland Street/Martins Lane
intersection, which reduces the effective sidewalk width for
pedestrians. It was suggested that the sidewalk does not provide
the minimum required clearance between utility poles and the
back of sidewalk, which presents challenges for people pushing
strollers and would present challenges to a wheelchair-bound
pedestrian.

Utility Pole in sidewalk
Pedestrian Access – Pedestrian access routes are limited along the corridor. A continuous sidewalk is
provided along the north side of the study corridor, and opportunities to cross are limited to the
Summer Street/North Street intersection and the Summer Street/Rockland Street/Martins Lane
intersection. As previously mentioned, overgrown vegetation and utility poles block the sidewalk in
some areas and present daily challenges to regular users, which include people with strollers and local
youth sports teams who run along the corridor in groups.
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
Pavement Condition – There is rutting and settlement of the pavement along the entire corridor,
especially at locations of underground structures. It was noted that vehicles can shift when driving
over these structures, especially in horizontal curves.

Bicycle Accommodation – Accommodation is not provided for bicycles along the entire corridor. It
was noted that bicyclists regularly ride along the corridor, and are required to use part or all of the
outside travel lane.

Emergency Vehicle Access – Emergency responders present at the audit stated that they have
difficulty passing through the corridor because vehicles have no room to pull over. Hingham Police
will shut down the corridor between the rotary and the Summer Street/Rockland Street/Martins Lane
intersection if an incident occurs along this segment.

Speed – It was noted that vehicles typically exceed posted speed limits along the corridor during nonpeak periods, especially on the downhill segment approaching the rotary from the east on both
Summer Street and Chief Justice Cushing Highway. This is a likely factor in the history of rear-end
crashes on these two approaches. Excessive speed through the horizontal curves along the corridor
can be a factor in both sideswipe and head-on crashes.

Vertical Curves – Vertical curves along the corridor contribute to other safety issues such as visibility
and speed. It was suggested that the crest of the vertical curve at the Summer Street/Rockland
Street/Martins Lane intersection could be cut back to increase visibility, but local officials noted that
the crest vertical curve was cut back a number of years ago and cannot be further lowered without
modifications to a sewer line, which currently has the minimum desirable depth of cover. It was also
noted that modifications to the roadway profile would likely impact abutting properties and require
modifications to existing stone walls and driveways.

Signal Equipment – Signal equipment at the four signalized intersections along the corridor is older
and in need of update. Specific improvements related to signal equipment are identified under each
intersection.

Impaired Driving – Several crash reports cited drivers operating under the influence, and impaired
driving was noted as a factor in crashes by audit participants familiar with the area. It was also
suggested that drivers who have spent the day in the sun may be fatigued and/or dehydrated.
Summer Street (Route 3A)/North
Street

Lane Changes – North Street,
Water Street and the businesses
between the rotary and North
Street all create opportunities for
vehicles to be stopped in the left
lane waiting to navigate a left turn.
Through vehicles in the left lane
will frequently move to the right
Queued vehicles turning to Water Street creating
corridor congestion
Page 12
lane to pass the stopped vehicle, and sometimes shift back to the left lane to make a left turn at an
upstream location. These abrupt lane changes are a likely factor in sideswipe crashes between the
rotary and North Street.

Pedestrian Visibility – It was suggested that pedestrians do not feel
safe crossing Summer Street at North Street and do not feel that
drivers will stop for them, despite the protected pedestrian phase
provided by the existing traffic signal. Visibility of pedestrians on
the north side of the roadway waiting to cross is potentially blocked
by vegetation, utility poles and the signal control cabinet, and
obstructions in the sidewalk reduce the available waiting area. The
effect of these obstructions is exacerbated by the horizontal curvature
of the roadway.

Pavement Markings – Faded pavement markings reduce the
visibility and effectiveness of lane markings and crosswalks.
Utility pole blocks view of
pedestrians,
Signal cabinet blocks effective
width of sidewalk

Pedestrian Accessibility – Pushbuttons are not located
immediately adjacent to the ramps and crosswalks.

Pedestrian Signal Equipment – A pedestrian signal head is missing facing
the Summer Street crosswalk from the southeast corner of the
intersection. A head is provided on this corner for the crosswalk across
North Street.
Missing pedestrian
signal head
 Signal Visibility – Trees block the view of
signal heads for westbound drivers due to the
horizontal curvature of the roadway, as seen at left.
It was also noted that overhead signal heads are
free swinging at this location, which means they
can twist and/or swing slightly forward which reduces visibility for approaching drivers. This
scenario is exacerbated by sun glare at certain times of the day. It was also noted that the westbound
left arrow is post mounted and could be potentially blocked by a larger vehicle.
Page 13

Business Access – The number of driveways between the rotary and North Street present frequent
interruptions in traffic due to stopped and turning vehicles. The grades entering some driveways are
steep enough that cars must use caution when entering, which prolongs the interruption to traffic
flow. It was also noted that past widening along this segment of Summer Street reduced site access,
which restricts on-site storage of queued vehicles for the gas station and car wash. A delivery truck
was observed parked on Water Street on the day of the audit, blocking the travel lane.
Summer Street (Route 3A)/Chief Justice
Cushing Highway (Route 3A)/Green Street


Lane Definition – The circulating roadway
is wide enough for two cars to drive side
by side, but is not marked as such. This
creates confusion and frequent conflicts
between vehicles which take different
paths along the wide, undefined pavement
within the rotary. The history of sideswipe
crashes in the rotary and the history of
angle and sideswipe crashes with vehicles
exiting the rotary are likely the result of
the lack of defined lanes and the variance
in driver behaviors as a result.
Lack of defined lanes in circulating roadway
Entry and Exit Paths – The lack of lane definition
within the rotary also contributes to variances in
driver behaviors entering and exiting the roadway.
Worn pavement markings support the claim that
drivers encroach on both lanes and cross the center
line when exiting the rotary traveling in either
direction on Summer Street. This may be a factor in
sideswipe crashes exiting the rotary on all three major
roadways.

Yield Markings – Yield markings are faded entering
the rotary. Audit participants also suggested that
drivers are potentially confused by the markings.

Signage – Yield signs are provided on all four
rotary approaches, but are not located adjacent to
the actual yield point where faded yield lines are
marked. This may create a variance in yield points
for drivers, which could be a factor in rear-end and
sideswipe crashes on the Summer Street and Chief
Justice Cushing Highway approaches.
Worn centerline markings from
vehicle encroachment
Yield sign not located at yield point
Page 14

Sidewalks – It was suggested that the sidewalk along the north side of the rotary is narrow and is
intimidating for pedestrians, and does not provide room for strollers. It was also noted that the
guardrail along the back of sidewalk should retain errant vehicles and protect pedestrians, which
would require relocating the sidewalk behind the guardrail.

Lincoln Maritime Center – The driveway to the Lincoln Maritime Center is located on Summer Street
immediately before the westbound rotary yield point. This may be a factor in rear-end collisions on
this approach if a following vehicle expected a slowing vehicle to be entering the rotary, but they
were instead stopping in advance of the rotary to enter the driveway. It was also noted that parking is
inadequate, and vehicles park on the grass along the roadway edge during busy periods. Field
observations revealed that the driveway and parking area are in poor condition, which can force a
reduction in driver entry speeds.

Curve Radius – The corridor observations previously identified the need for review of the adequacy
of the roadway cross section, with a specific focus on the segment of Summer Street between
Steamboat Lane and Barnes Road. Audit participants debated whether the radius of the horizontal
curve near Steamboat Lane is adequate for an arterial roadway with travel speeds typically in excess
of the posted 35 mph limit. Sideswipe and opposite direction crashes in this segment are evidence of
this safety concern.

Signage – The overall effectiveness of signage was discussed along the entire corridor, but
specifically focused on the need for improved curve warning signage and chevron signage along this
segment.

School Buses – It was noted that several school bus stops are located along this portion of the
Summer Street/Rockland Street/George Washington Boulevard corridor. An audit participant noted
non-compliance of drivers with the school bus stop.

Pedestrian Activity – This segment of roadway sees increased pedestrian activity due to the higher
concentration of residences. This should be considered in conjunction with other safety issues related
to sidewalk condition, including vegetation overgrowth and utility pole location.


Clearance Timings - It was noted that yellow and all-red
clearance times were adjusted recently, but may need further
adjustment. Rear-end crashes may indicate clearance time
deficiencies.
Sun Glare – One of the three rear-end crashes on the westbound
approach was specifically attributed to sun glare. Signal
backplates are provided for only one of the two overhead signal
indications facing westbound traffic.
No backplate on
overhead signal
Page 15

Roadway Alignment – The vertical alignment of the roadway can contribute to excessive speed, and
in tandem these factors can exacerbate visibility issues in the vicinity of this intersection.

Speed along Summer Street – It was noted that no speed limit signs are posted on the segment of
Summer Street between this intersection and Chief Justice Cushing Highway (Route 3A), and that
drivers traveling along this roadway may be hurrying to get to the Nantasket Junction commuter rail
station.

Street Name Signs – It was noted that the street sign for Martins Lane is difficult to see, because it is
made of wood and is not reflective.

Speed and Roadway Curvature – It was suggested that speeds through this intersection are a potential
safety issue given the horizontal curvature of the roadway. A driver traveling east on Rockland Street
sees the continuous straight alignment of Rockland Street, outlined by large trees and utility poles,
although the continuous corridor sweeps to the left as George Washington Boulevard. The roadway
geometry may be a factor in run-off-road crashes at this location. It was noted that past improvements
made to the alignment of the intersection reduced the frequency of crashes.

Signage – It was noted that signage is adequate,
but could be enhanced. The guardrail protecting
the stub end of Rockland Street shows clear
evidence of a vehicle strike.
Guardrail damage at Rockland Street
Page 16
Potential Safety Enhancements
After viewing the video recording of the corridor, audit participants were asked to discuss the safety
issues and consider improvements. Audit participants were encouraged to consider both short and long
term improvements for each issue. Each improvement considered has been categorized as short-term,
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
Short-term
<1 year
Costs
Low
Mid-term
1–3 years
Medium
Long-term
>3 years
High
<$10,000
$10,000–$50,000
>$50,000
The following improvements were suggested by audit participants to improve safety issues along the
corridor and at specific intersections along the corridor.




Study potential corridor improvements. The prevailing debate during the audit was generally related
to improvements aimed at improving the entire corridor. Specific recommendations are listed below.
It should be noted that any potential long-term improvement requires further study.
Reduce corridor to one lane in each direction. The feasibility of a reduction in roadway cross section
was discussed amongst audit participants. Audit participants noted that the segment of Otis Street
(Route 3A) north of North Street provides a single lane in each direction. Lane reduction should be
studied following collection of current traffic data, including consideration of peak volumes during
the summer. This is a long-term, potentially high cost improvement. If the roadway cross-section is
reduced, the remaining available width should be used to provide adequate shoulders for bicycle
accommodation, which would also provide room for vehicles to move in case of an emergency
vehicle. On-street parking could also be considered in some areas. A reduction in pavement width
would also allow wider sidewalks to be provided without additional impacts to abutting properties.
Widen corridor to provide 4-foot minimum shoulders while maintaining two lanes in each direction.
This improvement should be considered if it is determined to be necessary or desirable to maintain a
four lane cross section along the corridor. It was suggested that adequate ROW does not exist to
accommodate widening without property acquisition. It was also noted that widening would require
extensive modifications to existing walls and removal of mature trees. This is a long-term, high cost
improvement.
Determine if horizontal curve radii and vertical curves are adequate for the design speed of the
corridor. Any modifications to roadway geometry should verify that the horizontal and vertical
curvature of the roadway is adequate for the design speed of the roadway according to MassDOT
standards. If the existing geometry is not adequate, the design should be modified where feasible to
Page 17
accommodate current MassDOT standards, or a design exception would be required. This is a longterm, potentially high cost improvement.







Consider centerline delineators along the corridor. The feasibility of centerline delineators was
discussed for the entire corridor, with a focused discussion relating to the segment between North
Street and the rotary, and the segment between the rotary and the Summer Street/Rockland
Street/Martins Lane intersection. If delineators were placed in the segment between North Street and
the rotary, it would preclude left turns to Water Street and to the businesses along this segment, which
would require further discussion with the Town and the business owners. If delineators were placed
along the corridor between the rotary and the Summer Street/Rockland Street/Martins Lane
intersection, it would address the issue of vehicles crossing the centerline, but would also preclude
left turns to side streets and driveways. Placement of delineators is a mid-term, medium cost
improvement.
Consider a centerline rumble strip for the segment between the rotary and the Summer
Street/Rockland Street/Martins Lane intersection. This potential improvement can be accommodated
within existing geometry with a rumble strip that is the same width as the existing double yellow
center line. The rumble strip provides tactile feedback to a driver when they cross or encroach on the
centerline. It was noted that rumble strips are not typically placed in residential areas due to noise
concerns. This improvement would not typically be recommended, but can be accommodated as a
short-term, low cost improvement if there is neighborhood support. Residents present at the audit
were urged to seek out an area where rumble strips have been installed, such as the shoulder of Route
3, to fully understand the noise potential. Rumble strips should not be installed unless supported by
the Town and the area residents.
Reapply pavement markings and provide recessed pavement markers. Pavement markings are
generally faded along the entire corridor and should be reapplied. Recessed pavement markers should
be provided to increase visibility of lane delineation at night. This is a short-term, medium cost
improvement.
Trim vegetation along the entire corridor. Special care should be taken to provide adequate sidewalk
clearance and sign visibility. This is a short-term, low cost improvement.
Investigate feasibility of relocating utility poles. ROW constrains may limit the feasibility of
relocating utility poles to the back of sidewalk. Any potential roadway and/or sidewalk upgrades must
provide a 3’ minimum clear path as required by MassDOT and ADA guidelines. This is a long-term,
potentially high cost improvement.
Consider relocating sidewalk to provide a grass buffer, where feasible. This was specifically
discussed for the segment of sidewalk bordering the rotary, but can be applied where feasible along
the entire corridor. Sidewalk improvements should consider overall harbor area improvements. This
is a long-term, potentially high cost improvement.
Rehabilitate pavement. Pavement should be rehabilitated along the entire corridor. The appropriate
method of pavement rehabilitation should be determined based on the results of subsurface
exploration. This is a long-term, high cost improvement.
Page 18





Provide bicycle accommodation along the entire corridor. Bicycle accommodation was included as
part of widening and cross section reallocation recommendations above. It should be noted that
providing a seamless bicycle and walking trail from Nantasket Beach and Hull through Hingham and
beyond is a key component of the Town’s vision for area improvements. This is a long-term, high
cost improvement.
Enforce speed limits along the corridor. Hingham Police should continue to enforce speed along the
entire corridor. Additional enforcement is a short-term improvement with no cost, except for the cost
of potential reduced enforcement elsewhere.
Upgrade equipment at all signalized intersections along the corridor. Upgraded signal equipment
should be provided in conjunction with corridor improvements. All overhead signals shall have
backplates, all pedestrian equipment shall meet ADA and MassDOT guidelines for accessibility,
clearance times shall be established to meet minimum requirements, and emergency pre-emption
equipment shall be provided. Signal improvements are a long-term, high cost improvement.
Consider locally focused programs to educate drivers regarding distracted and impaired driving. This
is a short-term improvement with an on-going cost.
Provide public water fountains where feasible as part of harbor area improvements. This
improvement was suggested to help counter dehydration as a result of sun exposure. This is a midterm, medium cost improvement.




Prohibit left turns exiting businesses along Summer Street. This improvement can be implemented
with signage and pavement markings, but would require coordination with the business owners and
likely require enforcement from local police. This is a potential short-term, low cost improvement.
Provide a left turn lane at Water Street. Another potential improvement discussed to address
interruptions in traffic flow along Summer Street is to provide a dedicated left turn lane for Summer
Street westbound at Water Street. This long-term, high cost improvement would separate left turning
vehicles from the traffic flow, but would require widening that would impact green space between
Summer Street and the harbor.
Relocate utility pole and signal cabinet to increase usable sidewalk width. The signal cabinet should
be relocated as part of overall traffic signal improvements. The utility pole should be relocated so that
it does not block a driver’s view of pedestrians waiting to cross Summer Street. This is a mid-term,
medium cost improvement.
Relocate pushbuttons based on new MassDOT standards for accessibility. This is included in the
overall corridor recommendation for signal upgrades, but is specifically mentioned at this location
where audit participants noted that pushbuttons are located too far from the crosswalks. New
accessibility guidelines require that the pushbutton is placed adjacent to the “level landing” of the
ramp. This is a long-term improvement included in already recommended signal improvements.
Page 19





Replace missing pedestrian signal head on the southeast corner of the intersection. This is a shortterm, low cost improvement that should be implemented independent of any other signal upgrades.
The lack of a pedestrian head provides no indication for a pedestrian waiting to cross the east leg of
Summer Street at North Street.
Trim trees to increase signal visibility. Growth of trees along the north side of Summer Street block
the visibility of the overhead signal heads for Summer Street traffic. The obstructing branches should
be removed, and the entire tree could be considered for removal if necessary. This is a short-term, low
cost improvement.
Provide a supplemental overhead signal head on the left side of the roadway for Summer Street
westbound traffic. The horizontal curvature of the roadway reduces the
visibility of the overhead signal heads. A left side supplemental head would
be visible to vehicles before the horizontal curve. This is a short-term, low
cost improvement.
Install an illuminated Red Signal Ahead sign for Summer Street eastbound.
An illuminated Red Signal Ahead sign located would alert drivers both to
the presence and current indication of the proposed traffic signal. This is a
long-term, medium cost improvement.
Consider realignment of the intersection to provide tangent approaches. If short-term improvements
prove unsuccessful at reducing the history of run-off-road crashes, consideration should be given to a
realignment that reduces or eliminates the sweeping horizontal curve. North Street could be squared
off to eliminate the right turn slip lane, and the two Summer Street legs could be aligned as
intersecting tangent roadways. This long-term, high cost improvement would improve signal
visibility and pedestrian awareness.




Define lane assignments within the rotary by marking it like a modern roundabout. Chapter 3C of the
Manual on Uniform Traffic Control Devices (MUTCD) details the types of markings that are
appropriate for a multi-lane roundabout. This is a short-term, medium cost improvement.
Consider approach lane striping when restriping rotary. Approach markings should be updated where
necessary in conjunction with restriping. This is a short-term, low cost improvement.
Reapply yield markings. Yield markings are an established standard in the MUTCD. This is a shortterm, low cost improvement.
Relocate yield signs to the yield point, and provide adequate “Yield Ahead” signage on all
approaches. Signage upgrades will more clearly communicate the yield condition and define the point
where drivers must yield, which can address the rear-end crashes occurring on the rotary approaches.
This is a short-term, low cost improvement.
Page 20



Consider alternatives for intersection redesign. Although short-term recommendations focus on
maintaining the existing rotary geometry, long-term improvements could consider upgrade,
reconstruction or elimination of the existing rotary. It should be noted that a gas transmission line
serving Hull runs through the center of the rotary and must be considered and accommodated in any
potential redesign. This is a long-term, high cost improvement.
Provide adequate curb reveal to eliminate parking along the roadway edge. It was noted that cars park
on the grass along the roadway edge at Lincoln Maritime Center. Resetting curb in this area to
provide adequate reveal would prevent drivers from mounting the curb. This is a short-term, low cost
improvement.
Work with the Lincoln Maritime Center to make improvements to their parking area. The portion of
the driveway apron that is within the state layout appears to be in good condition, but the parking area
is filled with ruts and potholes. The Town should encourage the property owner to make
improvements in the interest of public safety. This is a short-term, medium cost improvement.


Update curve warning signage, and include a 25 mph advisory speed panel on new signage. Audit
participants questioned whether the regulatory speed limit could be reduced on this segment of
roadway. It was noted that if a speed limit change were considered, a speed study would be conducted
and the speed limit would be set at or near the 85th percentile speed of the roadway, which may be
higher than the currently posted 35 mph limit. It was decided to place a 25 mph advisory speed plaque
on warning signage to warn drivers of the potential hazards. This is a short-term, low cost
improvement.
Consider “School Bus Stop Ahead” signage. It was noted that several school bus stops are located
along this segment of Summer Street. MassDOT does not typically sign school bus stops on this type
of roadway; however, if bus stops are unexpected because of roadway curvature, signs may be
justified. The Town can coordinate with MassDOT if such signs are desired. This is a potential shortterm, low cost improvement.



Provide backplates for overhead signals where they are currently missing. Backplates will increase
signal visibility, especially during sun glare conditions. This is a short-term, low cost improvement.
Update clearance timings. Clearance timings should be updated at all signalized locations along the
corridor, but were specifically discussed at this intersection. It was noted that signal phase timings
and clearance timings were updated recently, which helped vehicles exiting from the side street
approaches. This is a short-term, low cost improvement.
Provide speed limit signs for Summer Street. Speed limit signs should be provided for the segment of
Summer Street between the study corridor and Chief Justice Cushing Highway (Route 3A). A speed
study should be conducted using the previously described method to establish the appropriate limit.
This is a short-term, low cost improvement.
Page 21

Enforce speed limit established for Summer Street. Once speed limit signs are erected, the speed limit
should be enforced by Hingham Police. This is a short-term, low cost improvement with no cost,
except for the cost of potential reduced enforcement elsewhere.



Provide curve warning signage with a 25 mph advisory speed panel. This would help alert drivers
unfamiliar with the corridor of the sweeping horizontal curve. This is a short-term, low cost
improvement.
Provide larger chevron signs, and review chevron placement guidance in the MUTCD. Existing
chevron signs should be replaced with larger signs to improve visibility and awareness of the
horizontal curve. Recent research shows that incrementally increasing the size and spacing of chevron
signs through a curve can give the illusion that the curve is sharper than it is, and result in a reduction
in vehicle speeds. This is a short-term, low cost improvement.
Consider plantings to create a barrier between the roadway and the Rockland Street stub roadway.
Trees and large shrubs can create a visible barrier for approaching vehicles which will increase as
trees mature. This is a short-term, medium cost improvement.
Page 22
Summary of Road Safety Audit
Table 3 summarizes potential recommendations discussed by the audit team. The recommendations are
categorized based on the potential safety payoff, as well as by time frame and cost. The safety payoff is a
qualitative judgment of the effectiveness of the potential safety improvements. Each recommendation has
a responsibility assigned to it stating whether MassDOT or the Town of Hingham would be responsible
for implementing the recommended improvement.
Page 23
Table 3. Potential Safety Enhancement Summary
Safety Issue
Safety Enhancement
Responsibility
Safety
Payoff
Time Frame
Cost
Study potential corridor improvements. Specific recommendations
are listed below.
Roadway Cross
Section, Emer.
Vehicle Access,
Pedestrian Access,
Bicycle Accom.
Reduce corridor to one lane in each direction. This should be
studied following collection of current traffic data, including
consideration of peak volumes during the summer. This would
allow an increase in sidewalk width without impacts to abutting
properties.
MassDOT
High
Long-term
High
Roadway Cross
Section, Emer.
Vehicle Access,
Bicycle Accom.
Widen corridor to provide 4-foot minimum shoulders while
maintaining two lanes in each direction
MassDOT
High
Long-term
High
Roadway Cross
Section, Emer.
Determine if horizontal curve radii and vertical curves are
Vehicle Access, Curve adequate for the design speed of the corridor. This should be done
Radius, Vertical
in conjunction with other corridor improvements.
Curves
MassDOT
High
Long-term
TBD (High)
Roadway Cross
Section
Consider centerline delineators along the corridor.
MassDOT
Medium
Mid-term
$20,000
Roadway Cross
Section
Consider a centerline rumble strip for the segment between the
rotary and the Summer Street/Rockland Street/Martins Lane
intersection. Rumble strips should not be installed unless
supported by the Town and area residents.
MassDOT
Medium
Short-term
$7,500
Roadway Cross
Section
Reapply pavement markings and provide recessed pavement
markers.
MassDOT
Medium
Short-term
$25,000
Vegetation,
Pedestrian Access
Trim vegetation along the entire corridor.
MassDOT
High
Short-term
$5,000
Utility Poles,
Pedestrian Access
Investigate feasibility of relocating utility poles.
MassDOT
Medium
Long-term
TBD (High)
Page 24
Safety Issue
Responsibility
Safety
Payoff
Time Frame
Cost
Pedestrian Access
Consider relocating sidewalk to provide a grass buffer, where
feasible. This was specifically discussed for the sidewalk bordering
the rotary, where sidewalk improvements should consider overall
harbor area improvements.
MassDOT
Medium
Long-term
TBD (High)
Pavement Condition
Rehabilitate pavement along the corridor.
MassDOT
Medium
Long-term
TBD (High)
Bicycle
Accommodation
Provide bicycle accommodation along the entire corridor.
Providing a seamless bicycle and walking trail from Nantasket
Beach and Hull through Hingham and beyond is a key component
of the Town’s vision for area improvements.
MassDOT/
Town
Medium
Long-term
TBD (High)
Speed
Enforce speed limits along the corridor.
Town
High
Short-term
Use of
police
resources
Signal Equipment
Upgrade equipment at all signalized intersections along the
corridor.
MassDOT
High
Long-term
TBD (High)
Impaired Driving
Consider locally focused programs to educate drivers regarding
distracted and impaired driving.
Town
High
Short-term
On-going
Town
Low
Mid-term
$25,000
Impaired Driving
Safety Enhancement
Provide public water fountains where feasible as part of harbor
area improvements.
Lane Changes,
Business Access
Prohibit left turns exiting businesses along Summer Street.
MassDOT/
Town
High
Short-term
$5,000
Lane Changes,
Business Access
Provide a left turn lane at Water Street.
MassDOT
High
Long-term
TBD (High)
Pedestrian Visibility
Relocate utility pole and signal cabinet to increase usable sidewalk
width.
MassDOT
Medium
Mid-term
$40,000
Pedestrian
Accessibility
Relocate pushbuttons based on new MassDOT standards for
accessibility.
MassDOT
Medium
Long-term
High
Pedestrian Signal
Equipment
Replace missing pedestrian signal head on the southeast corner
of the intersection.
MassDOT
High
Short-term
$5,000
Signal Visibility
Trim trees to increase signal visibility.
Town
High
Short-term
$5,000
Page 25
Safety Issue
Safety Enhancement
Responsibility
Safety
Payoff
Time Frame
Cost
Signal Visibility
Provide a supplemental overhead signal head on the left side of
the roadway for Summer Street westbound traffic.
MassDOT
Medium
Short-term
$5,000
Signal Visibility
Install an illuminated Red Signal Ahead sign for Summer Street
EB.
MassDOT
Medium
Long-term
$20,000
Long-term
TBD (High)
Signal Visibility,
Pedestrian Visibility
Consider realignment of the intersection to provide tangent
approaches. (This improvement should be considered if short-term
MassDOT
High
improvements prove unsuccessful at preventing run-off-road
crashes.)
Lane Definition, Entry
and Exit Paths
Define lane assignments within the rotary by marking it like a
modern roundabout.
MassDOT
High
Short-term
$50,000
Lane Definition, Entry
and Exit Paths
Consider approach lane striping when restriping rotary.
MassDOT
High
Short-term
$10,000
Yield Markings
Reapply yield markings.
MassDOT
Medium
Short-term
$1,500
Signage
Relocate yield signs to the yield point, and provide adequate “Yield
Ahead” signage on all approaches.
MassDOT
High
Short-term
$2,500
ALL
Lincoln Maritime
Center
Lincoln Maritime
Center
Consider alternatives for intersection design.
MassDOT
Provide adequate curb reveal to eliminate parking along the
MassDOT
roadway edge.
Work with the Lincoln Maritime Center to make improvements to
Town/LMC
their parking area.
High
Long-term
TBD (High)
Medium
Short-term
$5,000
Medium
Short-term
$50,000
Curve Radius,
Signage
Update curve warning signage, and include a 25 mph advisory
speed panel on new signage.
Medium
Short-term
$1,000
School Buses
Consider “School Bus Stop Ahead” signage.
Medium
Short-term
$1,000
Sun Glare
Provide backplates for overhead signals where they are currently
missing.
MassDOT
High
Short-term
$5,000
Clearance Timings
Update clearance timings.
MassDOT
Medium
Short-term
$2,000
MassDOT
MassDOT/
Town
Page 26
Safety Issue
Safety Enhancement
Responsibility
Safety
Payoff
Time Frame
Cost
Speed along Summer
Street
Provide speed limit signs for Summer Street between the study
corridor and CJ Cushing Highway (Route 3A).
Town
Medium
Short-term
$5,000
Speed along Summer
Street
Enforce speed limit established for Summer Street between the
study corridor and CJ Cushing Highway (Route 3A).
Town
Medium
Short-term
Use of
police
resources
Speed and Roadway
Curvature
Provide curve warning signage with a 25 mph advisory speed
panel.
MassDOT
Medium
Short-term
$1,000
Signage
Provide larger chevron signs, and review chevron placement
guidance in the MUTCD. Consider incrementally increasing the
size and spacing of chevron signs.
MassDOT
Medium
Short-term
$2,500
Speed and Roadway
Curvature
Consider plantings to create a barrier between the roadway and
the Rockland Street stub roadway.
MassDOT
Medium
Short-term
$25,000
Page 27
Appendix A. RSA Meeting Agenda
Road Safety Audit
Hingham – Summer Street/G. Washington Blvd
from North Street to Hull Town Line
Meeting Location: Sons of Italy Lodge
88 Chief Justice Cushing Highway, Hingham
Wednesday, June 12, 2013
9:30 AM – 12:00 noon
Type of meeting:
High Crash Location – Road Safety Audit
Attendees:
Invited Participants to Comprise a Multidisciplinary Team
Please bring:
Thoughts and Enthusiasm!!
9:30 AM
Welcome and Introductions
9:45 AM
Discussion of Safety Issues
• Crash history, Speed Regulations – provided in advance
• Existing Geometries and Conditions
10:30 AM
Site Visit
• Drive to the Summer Street Rotary
• As a group, identify areas for improvement
11:15 AM
Discussion of Potential Improvements
• Discuss observations and finalize safety issue areas
• Discuss potential improvements and finalize recommendations
12:00 noon
Adjourn for the Day – but the RSA has not ended
Instructions for Participants:
• Before attending the RSA on June 12th, participants are encouraged to drive/walk
through the corridor and complete/consider elements on the RSA Prompt List with
a focus on safety.
• All participants will be actively involved in the process throughout. Participants
are encouraged to come with thoughts and ideas, but are reminded that the
synergy that develops and respect for others’ opinions are key elements to the
success of the overall RSA process.
• After the RSA meeting, participants will be asked to comment and respond to the
document materials to assure it is reflective of the RSA completed by the
multidisciplinary team.
Appendix B. RSA Audit Team Contact List
Participating Audit Team Members
Hingham – Summer St/Geo. Washington Blvd
Email Address
Date: June 12, 2013
Audit Team Member
Location:
Agency/Affiliation
Greg Lucas
BETA
[email protected]
781-255-1982
Justin Curewitz
BETA
[email protected]
781-255-1982
Lisa Schletzbaum
MassDOT Safety
[email protected]
857-368-9634
Corey O’Connor
MassDOT Safety
[email protected]
857-368-9638
Barbara Lachance
MassDOT D5 Traffic Ops
[email protected]
508-884-4260
Bill Travers
MassDOT D5 Proj Dev
[email protected]
508-884-4219
Rich Oliveira
MassDOT D5 Projects
[email protected]
508-884-4258
Gigi Mirarchi
[email protected]
617-722-2520
Sean Sullivan
MassDOT Safety
[email protected]
857-368-9621
Alan Perrault
Bathing Beach & Harbor Dev. Comm.
[email protected]
781-789-8757
Carley Przystac
MassDOT Safety
[email protected]
Christine Dietterich
Resident of Summer St
[email protected]
617-694-2816
Deirdre Anderson
Resident of Summer St
[email protected]
206-295-8471
Mark Duff
Fire Chief
[email protected]
781-741-1416
Mary Savage Dunham
Dir of Comm Planning – Town
[email protected]
781-741-1419
Dave Fenton
Hingham HDC
[email protected]
617-799-9999
Glenn Olsson
Hingham Police
[email protected]
781-884-2212
Chenyuan Wang
Boston Region MPO
[email protected]
617-973-8009
Erica Larner
Hingham Conservation
Stephanie Pelletier
Hingham Planning
[email protected]
D.J. MacKinon
Resident
[email protected]
781-741-5005
John Thomas
Harbor Development
[email protected]
781-248-0921
Bruce Rabuffo
Hingham Selectman
[email protected]
781-741-1400
Harry Sylvester
Hingham Engineering
Roger Fernandes
Hingham Engineering
[email protected]
781-804-2305
Irma Lauter
Hingham BOS
[email protected]
781-254-5079
Sandra Dalton
State Sen. Hedlund
[email protected]
781-340-9866
Betty Foley
Hingham Asst Town Administrator
[email protected]
781-741-1400
Michael Peraino
Police Chief
[email protected]
781-804-2201
Phone Number
781-804-2434
Appendix C. Detailed Crash Data
Crash Data Summary Table
Summer Street at North Street and Water Street, Hingham, MA (Location 1 of 5)
March 2010 - March 2013
Crash Crash Date Crash Day
Diagram
Ref #
m/d/y
Time of Day
1:07 PM
Manner of Collision
Type
Sideswipe, same
direction
Light Condition
Weather
Condition
Type
Type
Road
Surface Driver Contributing Code
Type
Type
Comments
Ages
D1
D2
D3
Daylight
Clear
Dry
Unknown
27
73
Dusk
Daylight
Clear
Clear
Dry
Dry
27
60
37
55
Daylight
Clear
Dry
Followed too closely
Failed to yield to right of
way
37
67
Both vehicles were turning left
V2 changed lanes into V1 to bypass uninvolved vehicle
turning left
7:49 AM
Single Vehicle Crash
Rear-end
Sideswipe, same
direction
Sideswipe, same
direction
Daylight
Clear
Dry
83
34
Both operators claim that other entered his/her lane
Friday
10:49 PM
Dark - lighted roadway
Clear
Dry
12/11/10
Saturday
11:46 PM
8
12/20/10
Monday
1:14 PM
Daylight
Snow
No Improper Driving
Operating Vehicle in erratic,
reckless, careless,
negligent, or aggressive
manner
Failure to keep in proper
lane or running off road
Swerving or avoiding due to
wind, slippery surface,
vehicle, object, non-motorist
in roadway, etc.
9
10
11
2/27/11
4/12/11
6/7/11
Sunday
Tuesday
Tuesday
4:06 PM
3:02 PM
3:31 PM
Rear-end
Rear-end
Head on
Daylight
Daylight
Daylight
Sleet, Hail,
Freezing Rain Wet
Cloudy
Dry
Clear
Dry
Driving too fast for
conditions
Other improper action
12
6/8/11
Wednesday 4:13 PM
Rear-end
Daylight
Clear
Dry
13
7/3/11
Sunday
9:27 PM
Angle
Cloudy
Dry
14
7/15/11
Friday
10:24 PM
Clear
Dry
15
7/19/11
Tuesday
4:29 PM
Angle
Daylight
Clear
Dry
16
12/3/11
Saturday
8:42 AM
Daylight
Clear
Dry
17
12/22/11
Thursday
12:10 AM
Rain
Wet
18
19
20
1/20/12
1/21/12
5/22/12
Friday
Saturday
Tuesday
7:03 AM
1:39 PM
6:54 PM
Dawn
Daylight
Dusk
Snow
Snow
Rain
Snow
Snow
Wet
21
6/9/12
Saturday
5:37 PM
Rear-end
Rear-end
Sideswipe, same
direction
Daylight
Clear
Dry
22
2/17/13
Sunday
11:08 AM
Daylight
Snow
Snow
1
4/13/10
Tuesday
2
3
6/30/10
7/4/10
Wednesday 12:31 AM
1:36 PM
Sunday
4
7/15/10
Thursday
6:57 PM
5
8/26/10
Thursday
6
10/22/10
7
Dry
Ice
Both operators claim that other entered his/her lane
28
OUI. Vehicle left the roadway out of control due to high
speed
52
Operator lost control and hit a tree
56
Snow and ice caused V1 to lose control and strike signal
post
43
21
27
51
76
60
way
39
20
17
36
No Improper Driving
way
24
V1 did not see V2
V1 (motorcycle) applied brakes quickly and went over
handlebars while avoiding unknown vehicle pulling out of
North Street
19
Unknown
Operating Vehicle in erratic,
reckless, careless,
negligent, or aggressive
manner
52
Courtesy Crash* pulling out of #46 Summer Street
V1 claims ped came from no where, ped claims to have
pushed ped push button
22
OUI. Operator struck signal post and then continued
traveling east colliding with multiple sign posts.
No Improper Driving
Unknown
No Improper Driving
way
Failure to keep in proper
lane or running off road
62
26
19
22
48
Vehicle spun 180 degrees and left roadway due to snow
V1 claims V2 abruptly stopped
V1 stopped, V2 hit it
23
20
V2 attempted to change lanes and did not see V1
22
32
Summary based on Crash Reports obtained from the Hingham Police Department
*Courtesy Crash - A term used to describe a crash that occurs subsequent to a non-involved mainline driver who gives the right of way, contrary to the rules of the road, to another driver.
48 Ice on road, V1 slid into V3 then slid into V2
V2 stopped at yield sign, V1 did not stop in time
Courtesy Crash*
V1 stopped at yield sign, V2 thought V1 already entered
traffic
Operator lost control in snow and hit ped signal post
Crash Data Summary Tables and Charts
CRASH MONTH
23%
25%
18%
20%
18%
15%
10%
9%
9%
9%
5%
5%
5%
5%
0%
0%
J
F
0%
M
A
M
J
J
A
0%
S
O
N
D
CRASH DAY OF WEEK
23%
25%
18%
18%
Saturday
Sunday
20%
15%
10%
5%
0%
14%
14%
Thursday
Friday
9%
5%
Monday
Tuesday
Wednesday
CRASH TIME OF DAY
20%
18%
18%
14%
15%
10%
9%
9%
5% 5%
5%
0%
9%
9%
5%
0% 0%
6AM- 8AM
8AM10AM
10AM12PM
12PM- 2PM- 4PM4PM- 6PM6PM- 8PM
2PM
8PM10PM
10PM12AM
12AM- 2AM- 4AM4AM- 6AM
2AM
CRASH MANNER OF COLLISION
50%
41%
40%
27%
30%
18%
20%
9%
10%
0%
0%
Single
Vehicle
Crash
Rear-end
Angle
Sideswipe, Sideswipe,
same
opposite
direction
direction
Crash Summary Data, Summer Street at North Street and Water Street.xlsx
1 of 2
5%
Head on
0%
0%
Rear to Rear Unknown
5/10/2013
CRASH LIGHT CONDITION
80%
64%
60%
40%
23%
20%
Daylight
Dawn
Dusk
Dark Lighted
Roadway
0%
0%
0%
0%
Dark Roadway
not lighted
Dark unknown
roadway
lighting
Other
Unknown
CRASH WEATHER CONDITION
57%
19%
0%
0%
Other
0%
Unknown
0%
Severe
Crosswinds
Sleet, Hail,
Freezing
Rain
Rain
0%
Blowing
sand, snow
5%
Fog, Smog,
Smoke
10%
Snow
10%
Cloudy
60%
50%
40%
30%
20%
10%
0%
5%
Clear
0%
9%
CRASH ROAD SURFACE
80%
68%
60%
40%
14%
20%
0%
Dry
Wet
14%
5%
Snow
Ice
0%
0%
Sand, mud, Water
dirt, oil, (standing,
gravel
moving)
0%
0%
0%
Slush
Other
Unknown
CRASH DRIVER AGES
35%
40%
30%
16%
20%
10%
0%
8%
15-20
8%
21-29
30-39
40-49
14%
50-59
Crash Summary Data, Summer Street at North Street and Water Street.xlsx
2 of 2
11%
60-69
5%
70-79
3%
80+
5/10/2013
Rotary at Summer Street and Chief Justice Cushing Highway, Hingham, MA (Location 2 of 5)
Crash
Diagram
Ref #
1
2
3
4
Crash
Date
Crash Day
m/d/y
3/19/10 Friday
Monday
4/5/10
4/20/10 Tuesday
4/24/10 Saturday
Time of Day
3:15 PM
7:44 AM
9:17 AM
10:38 AM
Manner of Collision
Type
Rear-end
Rear-end
Sideswipe, same direction
Light Condition
Type
Daylight
Daylight
Daylight
Daylight
Weather
Condition
Type
Clear
Clear
Clear
Clear
Road Surface
Type
Dry
Dry
Dry
Dry
5
6
7
8
9
10
11
12
13
14
6/10/10
6/18/10
6/18/10
7/28/10
8/28/10
8/29/10
9/5/10
9/19/10
9/28/10
9/30/10
Thursday
Friday
Friday
Wednesday
Saturday
Sunday
Sunday
Sunday
Tuesday
Thursday
2:40 PM
5:29 PM
7:57 PM
3:13 PM
11:10 AM
4:23 PM
4:35 PM
4:08 PM
8:06 AM
5:54 PM
Angle
Angle
Angle
Rear-end
Rear-end
Rear-end
Angle
Daylight
Daylight
Daylight
Daylight
Daylight
Daylight
Daylight
Daylight
Daylight
Daylight
Cloudy
Clear
Clear
Clear
Clear
Clear
Clear
Cloudy
Clear
Cloudy
Dry
Dry
Dry
Dry
Dry
Dry
Dry
Dry
Wet
Dry
15
10/6/10
Wednesday
4:50 PM
Daylight
Rain
16
4/6/11
Wednesday
11:05 PM
17
18
19
5/24/11
7/21/11
7/30/11
Tuesday
Thursday
Saturday
6:26 PM
2:34 PM
4:52 PM
20
21
22
23
8/15/11
10/21/11
11/22/11
12/5/11
Monday
Friday
Tuesday
Monday
24
25
1/3/12
1/5/12
26
27
28
29
Driver Contributing Code
Type
No Improper Driving
Unknown
Unknown
D1
39
50
69
55
Ages
D2
18
53
78
55
Comments
D3
V2 began to enter rotary then stopped
Both vehicles collided while entering rotary
V2 exiting from inside while V1 continues around rotary from outside. Officer
notes that as per usual, the operators developed two travel lanes when there
is really only one
V2 exiting from inside while V1 continues around rotary from outside
Hit and run
V1 hit bicyclist traveling wrong way around rotary
20
36
42
33
69
37
44
54
77
60
32
28
unk
Wet
Failed to yield to right of way
Unknown
Wrong side or wrong way
Inattention
Unknown
Disregarded traffic signs, signals, road
markings
16
16
Dark - lighted roadway Clear
Dry
No Improper Driving
51
Angle
Daylight
Daylight
Daylight
Clear
Clear
Clear
Dry
Dry
Dry
Made an improper turn
16
54
27
47
34
2:03 PM
8:16 AM
7:42 AM
4:27 PM
Rear-end
Rear-end
Dawn
Daylight
Daylight
Dusk
Snow
Clear
Clear
Clear
Slush
Dry
Dry
Dry
53
32
28
56
54
64
43
67
Tuesday
Thursday
3:28 PM
4:29 PM
Angle
Daylight
Daylight
Clear
Clear
Dry
Dry
Unknown
Inattention
Failure to keep in proper lane or
running off road
Both vehicles entered rotary at same time, inside vehicle tried to exit
V1 exiting from inside while V2 continues around rotary from outside. Data
appears to have been entered into report incorrectly
Traffic approaching rotary
16
18
21
43
V2 attempted to pass V1 (student driver) on left and sideswiped it
3/8/12
3/18/12
7/11/12
7/17/12
Thursday
Sunday
Wednesday
Tuesday
8:54 PM
1:22 PM
4:35 PM
3:14 PM
Rear-end
Angle
Angle
Daylight
Daylight
Daylight
Clear
Clear
Clear
Clear
Dry
Dry
Dry
Dry
Unknown
Unknown
23
67
18
17
25
17
66
22
V2 stopped at yield sign, V1 rear ended it
While traveling around rotary V1 abruptly decided to exit and hit V2
30
8/3/12
Friday
9:48 PM
Rear-end
Dry
76
23
31
8/4/12
Saturday
12:56 AM
Rear-end
Dry
Operating Vehicle in erratic, reckless,
careless, negligent, or aggressive
manner
26
31
V2 stopped at rotary, V1 (OUI) hit V2
32
33
34
35
36
9/21/12
11/7/12
11/13/12
1/21/13
2/18/13
Friday
Wednesday
Tuesday
Monday
Monday
6:58 PM
7:11 AM
3:02 PM
1:47 PM
9:23 AM
Rear-end
Angle
Rear-end
Rear-end
Daylight
Daylight
Daylight
Daylight
Dry
Dry
Wet
Dry
Dry
Unknown
Unknown
Unknown
56
36
50
22
45
57
48
20
37
29
Traffic from rotary, V1 switched lanes into V2
Traffic backed up from rotary
Clear
Clear
Rain
Clear
Clear
21
24
85
59
49
65
47 Traffic approaching rotary
V1 hit pedestrian on sidewalk while avoiding unknown vehicle traveling on
wrong side of road
Operator claims to have been cut off by an unknown vehicle, hit sign in delta
island
CRASH MONTH
14%
15%
14%
14%
11%
10%
8%
8%
8%
8%
6%
5%
3%
3%
3%
0%
J
F
M
A
M
J
J
A
S
O
N
D
CRASH DAY OF WEEK
25%
19%
20%
15%
14%
17%
14%
14%
Wednesday
Thursday
11%
11%
Saturday
Sunday
10%
5%
0%
Monday
Tuesday
Friday
CRASH TIME OF DAY
28%
30%
22%
20%
10%
0%
8%
6AM- 8AM
11%
8%
6% 6%
8AM10AM
10AM12PM
2PM
6%
3% 3%
8PM10PM
10PM12AM
0% 0%
2AM
37%
40%
31%
30%
26%
20%
10%
0%
6%
0%
Single
Vehicle
Crash
Rear-end
Angle
same
opposite
direction
direction
0%
Head on
Crash Summary Data, Rotary at Summer Street and Chief Justice 1
Cushing
of 2 Highway.xlsx
0%
0%
5/10/2013
100%
80%
60%
40%
20%
0%
81%
Daylight
3%
3%
Dawn
Dusk
14%
Dark Lighted
Roadway
0%
0%
0%
0%
Dark Roadway
not lighted
Dark unknown
roadway
lighting
Other
Unknown
0%
Fog, Smog,
Smoke
0%
0%
Unknown
0%
Severe
Crosswinds
0%
Other
0%
Blowing
sand, snow
3%
Sleet, Hail,
Freezing
Rain
89%
6%
Snow
100%
80%
60%
40%
20%
0%
8%
Rain
83%
Clear
100%
80%
60%
40%
20%
0%
Cloudy
CRASH ROAD SURFACE
8%
Dry
Wet
0%
0%
Snow
Ice
0%
0%
Sand, mud, Water
gravel
moving)
3%
0%
0%
Slush
Other
Unknown
CRASH DRIVER AGES
30%
22%
20%
20%
14%
13%
13%
12%
10%
0%
4%
15-20
21-29
30-39
40-49
50-59
60-69
Crash Summary Data, Rotary at Summer Street and Chief Justice 2
Cushing
of 2 Highway.xlsx
70-79
1%
80+
5/10/2013
Summer Street between Steamboat Lane and Barnes Road, Hingham, MA (Location 3 of 5)
Crash
Diagram
Ref #
1
Crash
Date
Crash Day
m/d/y
5/12/10 Wednesday
Time of Day
Light Condition
Type
Daylight
Weather
Condition
Type
Cloudy
Rain
11:54 AM
Manner of Collision
Type
Daylight
7/31/1959
4/23/1983 10/31/1979
27
30 Traffic backed up from rotary
3/28/1949
7/26/1954
61
55
20 V1 made a right turn from the left lane into V2's path
Hit utility pole #24
2
5/19/10
Wednesday
2:55 PM
Rear-end
3
4
6/4/10
6/30/10
Friday
Wednesday
9:30 PM
8:31 AM
Angle
Daylight
Clear
Dry
Dry
5
6
7
7/11/10
9/27/10
1/8/11
Sunday
Monday
Saturday
4:52 PM
6:05 PM
10:04 AM
Head on
Daylight
Daylight
Daylight
Dry
Wet
Snow
8
7/8/11
Friday
9:22 PM
Dark - lighted roadway Rain
Clear
Rain
Snow
Wet
Made an improper turn
Fatigued/asleep
running off road
Driving too fast for conditions
Driving too fast for conditions
Operating Vehicle in erratic, reckless,
careless, negligent, or aggressive
manner
9
4/15/12
Sunday
4:46 PM
Sideswipe, opposite direction
Daylight
Cloudy
Dry
running off road
10
11
8/3/12
11/4/12
Friday
Sunday
10:45 AM
1:48 PM
Angle
Head on
Daylight
Daylight
Clear
Clear
Dry
Dry
DOB
Ages
DOB
Comments
Road Surface
Type
Type
Dry
Other improper action
Wet
markings
D1
50
11/1/1989
9/2/1969 unk
10/14/1990
9/1/1990 11/15/1954
1/4/1994
D2
OUI
40 unk
V2 drifted into V1. Hit and run
19
Operator claims to have lost control while switching gears and hit curb
20
56 V1 (WB) lost control and crossed yellow center line into V2 (EB)
17
1/15/1958
4/23/1977
54
V1 lost control and hit curb, rock wall and bushes
V1 (WB) crossed yellow center line to strike V2 (EB) in the rear. V1 may
34 have been texting
9/5/1931
1/7/1977
8/28/1962
5/4/1994
80
35
V1 was pulling out of 75 Summer street when V2 (motorcycle) hit it. Officer
49 noted that driveway is difficult to exit from due to obstructions & a blind curve
18 V1 (EB) crossed yellow center line to hit V2 (WB)
CRASH MONTH
18%
20%
18%
18%
15%
10%
9%
9%
9%
9%
9%
5%
0%
0%
0%
F
M
J
0%
A
M
J
J
A
S
O
0%
N
D
CRASH DAY OF WEEK
27%
30%
27%
27%
20%
10%
0%
9%
9%
0%
0%
Monday
Tuesday
27%
30%
Wednesday
18%
9%
10%
Friday
Sunday
9% 9%
18%
9%
0%
6AM- 8AM
Saturday
CRASH TIME OF DAY
20%
0%
Thursday
0% 0% 0% 0%
8AM10AM
10AM12PM
2PM
8PM10PM
10PM12AM
2AM
40%
36%
30%
18%
20%
9%
10%
0%
18%
9%
9%
0%
Single
Vehicle
Crash
Rear-end
Angle
same
opposite
direction
direction
Head on
Crash Summary Data, Summer Street between Steamboat Lane and
1 ofBarnes
2
Road.xlsx
0%
5/10/2013
100%
80%
60%
40%
20%
0%
82%
18%
Daylight
0%
0%
Dawn
Dusk
Dark Lighted
Roadway
0%
0%
0%
0%
Dark Roadway
not lighted
Dark unknown
roadway
lighting
Other
Unknown
27%
18%
9%
Other
Fog, Smog,
Smoke
0%
0%
Unknown
0%
Blowing
sand, snow
0%
Severe
Crosswinds
0%
Sleet, Hail,
Freezing
Rain
Snow
Rain
Cloudy
0%
Clear
50%
40%
30%
20%
10%
0%
45%
CRASH ROAD SURFACE
80%
64%
60%
40%
27%
20%
0%
9%
Dry
Wet
0%
Snow
Ice
0%
0%
Sand, mud, Water
gravel
moving)
0%
0%
0%
Slush
Other
Unknown
CRASH DRIVER AGES
30%
20%
24%
18%
18%
18%
12%
10%
0%
6%
6%
0%
15-20
21-29
30-39
40-49
50-59
60-69
Crash Summary Data, Summer Street between Steamboat Lane and
2 ofBarnes
2
Road.xlsx
70-79
80+
5/10/2013
Summer Street and Rockland Street, Hingham, MA (Location 4 of 5)
Crash
Date
Crash Day
m/d/y
Time of Day
1
2
3
4
5/2/10
12/22/10
8/26/11
2/14/12
Sunday
Wednesday
Friday
Tuesday
2:10 PM
9:04 AM
7:12 AM
4:53 PM
Angle
Rear-end
Rear-end
Rear-end
Daylight
Daylight
Daylight
Daylight
5
5/20/12
Sunday
3:09 AM
Dry
Type
markings
Visibility Obstructed
running off road
6
7/6/12
Friday
1:06 PM
Rear-end
Daylight
Clear
Dry
Inattention
7
10/30/12 Tuesday
1:03 PM
Rear-end
Daylight
Cloudy
Dry
Inattention
Crash
Diagram
Ref #
Manner of Collision
Type
Light Condition
Type
Weather
Condition
Type
Clear
Cloudy
Clear
Clear
Road Surface
Type
Dry
Dry
Dry
Dry
D1
Ages
D2
Comments
D3
53
46
61
47
No narrative provided
V2 stopping for red light, V1 did not stop in time
V1 stopped at red light, when it started to go it was hit by V2
V1 stopped at red light. V2 claims sun glare provented him from seeing V1
55
69
43
55
V1 hit "keep right" sign in median island
Both vehicles stopped at red light. V1 accelerated into V2 because she
thought light turned green.
V3 saw green ball, proceeded forward and stopped when realized she had
63 red left arrow. V1 hit V2 which hit V3.
27
28
55
65
33
CRASH MONTH
29%
30%
25%
20%
14%
15%
14%
14%
14%
14%
10%
5%
0%
0%
J
F
0%
0%
M
A
29%
30%
20%
0%
M
0%
J
J
A
CRASH DAY OF WEEK
S
0%
O
N
29%
D
29%
14%
10%
0%
0%
0%
Monday
Tuesday
Wednesday
0%
Thursday
Friday
Saturday
Sunday
CRASH TIME OF DAY
29%
30%
20% 14% 14%
14% 14%
14%
10%
0%
0%
6AM- 8AM
8AM10AM
10AM12PM
0% 0% 0% 0%
2PM
8PM10PM
10PM12AM
0%
2AM
80%
71%
60%
40%
20%
0%
14%
14%
0%
Single
Vehicle
Crash
Rear-end
Angle
0%
same
opposite
direction
direction
Crash Summary, Summer Street and Rockland Street.xlsx
1 of 2
0%
Head on
0%
0%
5/10/2013
100%
80%
60%
40%
20%
0%
86%
Daylight
0%
0%
Dawn
Dusk
14%
Dark Lighted
Roadway
0%
0%
0%
0%
Dark Roadway
not lighted
Dark unknown
roadway
lighting
Other
Unknown
80%
71%
60%
40%
0%
0%
0%
Unknown
0%
Other
0%
Blowing
sand, snow
0%
Severe
Crosswinds
0%
Fog, Smog,
Smoke
Rain
Cloudy
0%
Clear
0%
Sleet, Hail,
Freezing
Rain
20%
Snow
29%
CRASH ROAD SURFACE
150%
100%
100%
50%
0%
Dry
0%
0%
0%
Wet
Snow
Ice
0%
0%
Sand, mud, Water
gravel
moving)
CRASH DRIVER AGES
29%
30%
0%
0%
0%
Slush
Other
Unknown
29%
21%
20%
14%
7%
10%
0%
0%
15-20
21-29
30-39
Crash Summary, Summer Street and Rockland Street.xlsx
40-49
50-59
2 of 2
60-69
0%
0%
70-79
80+
5/10/2013
Rockland Street and George Washington Blvd, Hingham, MA (Location 5 of 5)
Crash
Date
Crash Day
m/d/y
Time of Day
1
10/7/10
Thursday
8:38 PM
Rear-end
Dry
2
3/8/11
Tuesday
12:54 PM
Daylight
Other
Dry
Inattention
3
4
5
7/9/11
7/12/11
7/27/11
Saturday
Tuesday
Wednesday
12:04 AM
12:01 PM
3:32 PM
Angle
Dark - lighted roadway Rain
Daylight
Clear
Daylight
Clear
Wet
Dry
Dry
6
7
1/13/12
2/4/12
Friday
Saturday
5:57 AM
9:05 AM
Dark - lighted roadway Cloudy
Daylight
Clear
Wet
Dry
Inattention
Distracted
8
7/31/12
Tuesday
4:20 PM
Daylight
Dry
History Heart/Epilepsy/Fainting
Crash
Diagram
Ref #
Manner of Collision
Type
Light Condition
Type
Weather
Condition
Type
Cloudy
Road Surface
Type
Type
running off road
DOB
Ages
DOB
Comments
D1
D2
7/5/1967
5/28/1975
43
3/13/1981
4/13/1985
29
35 V2 stopped at red light, V1 did not stop
V1 claims that a "black truck" caused him to hit V2. V1 was also changing
25 lanes
7/16/1991
5/15/1990
1/13/1941
5/29/1955
6/25/1984
19
21
70
Operator was following GPS and did not know where right turn was; hit sign
56 V1 failed to yield on green ball
27 After both vehicles took left from Rockland St V1 changed lanes
12/3/1953
4/9/1966
58
45
11/21/1945
66
V1 left roadway and struck signal mast arm
V1 hit guardrail then traveled across the road to hit utility pole #1
Operator experienced a medical problem while driving , drove off the road
and hit utility pole #5
CRASH MONTH
60%
50%
50%
40%
30%
20%
13%
13%
13%
13%
10%
0%
J
F
0%
0%
0%
A
M
J
M
J
0%
0%
A
S
O
0%
0%
N
D
CRASH DAY OF WEEK
38%
40%
30%
25%
20%
13%
13%
13%
10%
0%
0%
0%
Monday
Tuesday
Wednesday
Thursday
Friday
Saturday
13%
13%
Sunday
CRASH TIME OF DAY
30%
25%
20%
13%
13% 13%
13%
10%
0%
0%
6AM- 8AM
0%
8AM10AM
10AM12PM
0%
2PM
0%
8PM10PM
10PM12AM
0%
2AM
60%
50%
40%
30%
20%
10%
0%
50%
25%
13%
13%
0%
Single
Vehicle
Crash
Rear-end
Angle
same
opposite
direction
direction
Crash Summary, Rockland Street and George Washington Blvd.xlsx
1 of 2
0%
Head on
0%
0%
5/10/2013
80%
63%
60%
38%
40%
20%
0%
Daylight
0%
0%
Dawn
Dusk
Dark Lighted
Roadway
0%
0%
0%
0%
Dark Roadway
not lighted
Dark unknown
roadway
lighting
Other
Unknown
60%
50%
40%
30%
20%
10%
0%
50%
80%
75%
25%
0%
0%
Other
Unknown
0%
Blowing
sand, snow
Sleet, Hail,
Freezing
Rain
0%
Severe
Crosswinds
0%
Fog, Smog,
Smoke
0%
Snow
13%
Rain
Cloudy
Clear
13%
CRASH ROAD SURFACE
60%
40%
25%
20%
0%
Dry
Wet
0%
0%
Snow
Ice
0%
0%
Sand, mud, Water
gravel
moving)
0%
0%
0%
Slush
Other
Unknown
CRASH DRIVER AGES
40%
33%
30%
17%
20%
10%
0%
8%
17%
8%
8%
8%
0%
15-20
21-29
30-39
40-49
Crash Summary, Rockland Street and George Washington Blvd.xlsx
2 of 2
50-59
60-69
70-79
80+
5/10/2013

Summer Street/Rockland Street/George Washington

Transcription

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