Final Preliminary Route 122-140 Traffic Study

Town of Grafton

Prepared in conjunction with the

Central Massachusetts Metropolitan Planning Organization (CMMPO) Transportation Management Systems Programs

December 2005

The preparation of this document has been financed in part through a grant from the U.S. Department of Transportation, Federal Highway Administration, under Contract #4034019 with the Massachusetts Highway Department. FINAL Preliminary Route 122-140 Traffic Study

EXECUTIVE SUMMARY

The transportation staff of the Central Massachusetts Regional Planning Commission (CMRPC) recently conducted a traffic study on the joint section of Route 122-140 in the town of Grafton. This study was recommended in the earlier Blackstone Valley Corridor Planning Study (BVCPS), completed by the CMRPC staff in September of 2003.

The study focused on the length of Route 122-140 from Quinsigamond Corner in North Grafton to the Carroll Road intersection at Lake Ripple. The study reviewed current travel conditions along this section of state highway and also examined projected conditions over the next decade. Suggested improvements for the town’s consideration are summarized below:

Maintenance

• Maintain all traffic control signals, signs and pavement markings

• Selectively cut back overgrown vegetation

• Clean culverts under Route 122-140

• Be mindful of unsignalized intersections with local streets

Monitoring

• Monitor new traffic signals in the Quinsigamond Corner area

• Assess the requirements for signalized control at local residential streets Wheeler Road and Snow Road/Harris Road

• Monitor commercial area traffic signals at the Shopping Plaza Drive and the Route 122/Route 140/Carroll Road intersection

• Conduct Travel Time & Delay Studies under CMRPC’s ongoing Congestion Management System (CMS) activities

• Working with MassHighway, monitor pavement distress - consider a pavement reclamation project when deemed necessary

Short Term Improvements

• Remove the “Stop” sign from Route 122 northbound at the Route 122/Route 140/Carroll Road intersection-replace with a “Stop Here On Red” regulatory sign

2 • Improve the Route 122-140 northbound lane drop zone north of Carroll Road through improved pavement markings and signage. Geometric improvements could include limited roadway widening

• Consider the consolidation of curb cuts

Longer Term Improvements

• In the future, it may become prudent to restrict left hand turning movements at various locations

• Preserve the existing 2-lane roadway cross-section through the largely residential area between Quinsigamond Corner and the Harris Road/Snow Road intersection

• Consider limited roadway widening through the commercial segment between the Harris Road/Snow Road intersection to the Route 122/Route 140/Carroll Road intersection. Roadway widening to accommodate a 4-lane cross-section option, if acceptable to the community, would improve operations from the LOS “D-E-F” range to LOS “A-B-C” range. With this option, the lane drop will still exist at the Harris Road/Snow Road intersection. (Although a 3-lane cross-section option, with a center Two Way Left Turn Lane [TWLTL], was analyzed, MassHighway has commented that current and projected daily traffic volumes along the common section of Route 122-140 exceed the theoretical capacity for such an alternative.)

• Contiguous sidewalk along at least one side of Route 122-140. Consider some type of pedestrian screening at MassPike (I-90) overpass

• Consider a coordinated landscaping/streetscape effort, especially along the commercial segment between the Harris Road/Snow Road intersection and the Carroll Road intersection at Lake Ripple.

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Review the entire traffic study at www.cmrpc.org or simply drop by the Grafton Public Library at the town common or the planner’s office in the town hall to obtain a copy.

The Selectmen are eager to hear what you have to say! Please Forward Any Comments or Questions by December 1, 2005 to:

CMRPC 35 Harvard Street, 2nd Floor Worcester, Massachusetts 01609-2801 Attention: Rich Rydant, Principal Planner

Voice: 508-756-7717x12 Fax: 508-792-6818 E-mail: [email protected]

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SPECIAL RECOGNITION

Special recognition is given to Bob Hassinger. Bob served on the Blackstone Valley Corridor Planning Study (BVCPS) Committee that included the recommendation to conduct a detailed traffic study of the common section of Route 122-140 in the town of Grafton.

Robert Hassinger, Grafton Planning Board

• Community Delegate to the CMRPC

• Past Chairman of the CMRPC

• CMRPC Executive Committee: Current Vice Chairman

• Central Massachusetts Transportation Planning Committee (CMTPC): Current Chairman

• CMRPC Award for Distinguished Leadership 1999-2000

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Special Thanks to the Grafton Town Officials that assisted the CMRPC Staff in the Compilation of the Preliminary Route 122-140 Traffic Study

Grafton’s Delegates & Alternate to the Central Massachusetts Regional Planning Commission (CMRPC):

Delegates:

Robert Hassinger, Grafton Planning Board & Chair of the Central Massachusetts Transportation Planning Committee

Susan M. Mills, Grafton Board of Selectmen

Alternate:

Virgil Gray, Grafton Planning Board

Central Massachusetts Legislative Delegation:

Edward M. Augustus, Jr., State Senator, 2nd Worcester District George N. Peterson Jr., State Representative 9th Worcester District

Town Administrator:

Russell J. Connor, Jr., Town Administrator

Planning Department:

Wayne Nicholas, Town Planner Lea Anthony, Planning Assistant

Police Department:

Normand A. Crepeau, Jr., Chief of Police

Department of Public Works:

Roger Hammond, DPW Director

5 TABLE OF CONTENTS Page

List of Figures 8 List of Tables 10 List of References 11

A. INTRODUCTION 12 1. Project Description 12 2. Route 122-140 Focus Segment 13

B. EXISTING CONDITIONS 16 1. Physical Inventory 16 2. Critical Study Intersections 16 3. Traffic Volumes 23 • Daily Traffic Volumes 24 • Seasonal Fluctuation in Weekday Traffic Flows 24 • Intersection Turning Movement Counts (TMCs) 28 • Analysis Network Development 29 • Heavy Vehicles 30 4. Travel Speeds 30 • Peak Period Travel Time & Delay Studies 30 • Existing Travel Times 38 • Travel Time Comparison, 2000 versus 2004 38 5. Vehicle Crash History 43 • Study Intersection Vehicle Crash Diagrams 43 • Intersection Vehicle Crash Rates 50 • Roadway Segment Vehicle Crashes 50 6. Route 122-140 Curb Cuts 53

C. PROJECTED FUTURE YEAR CONDITIONS: 2014 57 1. Traffic Growth Projections 57 • Projected 2014 Analysis Network Development 57

D. LEVEL OF SERVICE ANALYSIS 61 1. Critical Study Intersections 61 2. Roadway Focus Segments 66

E. SIGNAL WARRANTS ANALYSIS 69

F. SUGGESTED RECOMMENDATIONS 71 1. Highway Improvement Options 71 2. Two Way Left Turn Lane (TWLTL) Criteria 74 3. Potential Grafton & Upton Railroad “Rail Trail” 75

6 TABLE OF CONTENTS (Continued) Page

G. GRAFTON BOARD OF SELECTMEN MEETING 78 1. Comments & Questions 78 2. Follow-Up Activities 79

H. GRAFTON PUBLIC MEETING 82 1. Attendance 82 2. Comments & Questions 82 3. Public Outreach Preparations 85

TECHNICAL APPENDIX (See Stand Alone Document)

CMMPO Endorsed UPWP Work Task Summary for Grafton Preliminary Route 122/140 Traffic Study, August 2003

Public Correspondence from Blackstone Valley Corridor Planning Study (BVCPS), September 2003

Seasonal Fluctuation in Weekday Traffic Flows & MassHighway Permanent Count Station Worksheets

CMRPC Calculated Annual Growth Rates for Route 122-140 in Grafton

Town of Grafton Development Summary for Housing Units, December 2004

Automatic Traffic Recorder (ATR) Count Summaries

Historic Traffic Count Data within the Route 122-140 Study Area

Study Intersection Turning Movement Count (TMC) Summaries

Travel Time & Delay Study Worksheets

Level of Service (LOS) Analysis Printouts: Intersection & Roadway Segment

Traffic Signal Warrants Analysis Results: Route 122-140 Intersections with Wheeler Road and Harris Road/Snow Road

Grafton Bridge Inventory Listing provided by MassHighway

Access Management Handouts

Newspaper Articles

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List of Figures

Page

Figure 1 Focus Roadway Segment 14

Figure 2 Quinsigamond Corner Area 17

Figure 3 Various Locations Route 122-140 18

Figure 4 Route 122-140 Commercial Area 19

Figure 5 Route 122/Route 140/Carroll Road 20

Figure 6 Critical Study Intersections 21

Figure 7 Automatic Traffic Recorder (ATR) Count Locations 27

Figure 8 Existing AM Peak Hour Balanced Traffic Flows 31

Figure 9 Existing PM Peak Hour Balanced Traffic Flows 32

Figure 10 Observed Speeds: AM Northbound, September 2004 34

Figure 11 Observed Speeds: AM Southbound, September 2004 35

Figure 12 Observed Speeds: PM Northbound, September 2004 36

Figure 13 Observed Speeds: PM Southbound, September 2004 37

Figure 14 Observed Speeds: AM Northbound, 2000 versus 2004 39

Figure 15 Observed Speeds: AM Southbound, 2000 versus 2004 40

Figure 16 Observed Speeds: PM Northbound, 2000 versus 2004 41

Figure 17 Observed Speeds: PM Southbound, 2000 versus 2004 42

Figure 18 Crash Diagram: Route 122/Bridge Street 44

Figure 19 Crash Diagram: Route 140/Bridge Street 45

Figure 20 Crash Diagram: Route 122/Route 140 (N) 46

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List of Figures (Continued)

Page

Figure 21 Crash Diagram: Route 122-140/Shopping Plaza Drive 47

Figure 22 Crash Diagram: Route 122/Route 140/Carroll Road 48

Figure 23 Curb Cut Inventory 55

Figure 24 Projected 2014 AM Peak Hour Balanced Traffic Flows 59

Figure 25 Projected 2014 PM Peak Hour Balanced Traffic Flows 60

Figure 26 Potential Highway Improvement Options 72

Figure 27 Grafton & Upton Railroad: Potential Rail Trail Candidate 76

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List of Tables

Page

Table 1 Automatic Traffic Recorder (ATR) Count Results: Route 122-140 & Vicinity 25

Table 2 Percentage of Heavy Vehicles Utilizing Study Intersections 33

Table 3 Vehicle Crash Rates at Major Intersections 51

Table 4 Roadway Segment Vehicle Crashes 52

Table 5 Curb Cut Inventory 54

Table 6 Projected 2014 Daily & Peak Hour Traffic Volumes 58

Table 7 Intersection Level of Service (LOS) Analysis Results: Existing Conditions & Projected 2014 Conditions 62

Table 8 Intersection Level of Service (LOS) Analysis Results: Projected 2014 “Do Nothing” & Projected 2014 With Improvements 63

Table 9 Intersection Level of Service (LOS) Analysis Results: Quinsigamond Corner Operations Before & After the Implementation of Signalized Traffic Control 64

Table 10 Roadway Segment Level of Service (LOS) Analysis Results: Existing Conditions & Projected 2014 Conditions 68

Table 11 Traffic Signal Warrants Analysis Results 70

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List of References

Central Massachusetts Regional Planning Commission, Blackstone Valley Corridor Planning Study, September 2003.

Central Massachusetts Regional Planning Commission, CMMPO 2003 Regional Transportation Plan (RTP), August 2003.

Central Massachusetts Regional Planning Commission, Congestion Management System (CMS) Progress Reports, 1998 through 2004.

Transportation Research Board (TRB), Access Management Manual, 2003.

Vanasse Hangen Brustlin, Inc., Functional Design Report, Quinsigamond Corner - Three Locations, August 1999.

Vanasse Hangen Brustlin, Inc., Functional Design Report, Worcester Street (Route 122- 140) Improvements, October 1998.

11 A. INTRODUCTION

1. Project Description

The Blackstone Valley Corridor Planning Study (BVCPS), previously completed by CMRPC in September of 2003, analyzed and identified transportation “alternatives” that might improve mobility in the Blackstone Valley. As a result of the public comment submitted during the BVCPS effort, this traffic study was undertaken and is considered to supplement the earlier CPS effort. The Citizens Advisory Committee established for the CPS made a series of general recommendations, including the need to further examine the concurrent section of Route 122-140 in Grafton. Early in the solicitation for public comment, Route 122-140 received the most comments of any area examined within the scope of the CPS. The comments included the following:

• All turning movements, particularly left turns, are difficult on the section of Route 122-140 between the Harris Road/Snow Road intersection and the Route 122/Route 140/Carroll Road intersection due to the relatively heavy traffic volumes that utilize this roadway on a daily basis. Snow Road in particular was named as a difficult street from which to enter Route 122-140 traffic flows.

• The lane drop on Route 122-140 just north of the Route 122/Route 140/Carroll Road intersection, as well as the two-lane left-turn approach leading up to it (on Route 122 opposite Carroll Road), were described as very problematical, quite often leading to instances of aggressive and potentially hazardous driving.

• The traffic signals at the Route 122/Route 140/Carroll Road intersection should be coordinated with those at the Shopping Plaza Drive in order to provide more gaps in the traffic flow for turning vehicles.

• Other comments were also made on various areas of both Route 122 and Route 140 outside the bounds of this traffic study indicating traffic congestion concerns in other areas of the community.

The BVCPS Citizens Advisory Committee ultimately recommended, due to the “compelling and localized” nature of the situation, that a separate and focused traffic study on the concurrent section of Route 122-140 in Grafton be undertaken. Local legislators, town officials and residents as well as the MassHighway District #3 office agreed that a study of this heavily utilized roadway would be necessary to better identify and address a variety of both existing and projected operational and safety-related deficiencies. It should be specifically noted that the purpose of this study is to improve existing Route 122-140. Thus, an examination of potential “bypass” facilities is not included within the scope.

Based on the nature of public comment submitted through the extensive outreach effort conducted for the BVCPS, the CMRPC transportation staff compiled a scope of work for a Preliminary Route 122-140 Traffic Study in the town of Grafton. The scope of this

12 traffic study focuses on the concurrent section of Route 122-140 from Quinsigamond Corner in North Grafton through to the intersection of Route 122/Route140/Carroll Road, adjacent to Lake Ripple. The Route 122-140 focus roadway segment is shown in Figure 1.

The dual purpose of the study is to address existing traffic deficiencies along Route 122- 140 as well as to plan for anticipated traffic growth as a result of future development, of known and unknown scope, within Grafton and the neighboring communities. Ongoing commercial and residential and perhaps some light industrial development have the potential to occur along Route 122-140 through the study area. Further, both Route 122 and Route 140 serve as major north-south arterial roadways not only in the town of Grafton, but through other Blackstone Valley communities as well. As such, it appears that future year growth in Grafton and other neighboring communities will continue to lead to traffic volume increases along this critical roadway segment. In order to assess the impacts of anticipated future growth, the Route 122-140 study considers a 2014 future year scenario, utilizing traffic growth projections provided by CMRPC’s regional travel demand model. Grafton’s previously completed community build-out analyses were also referenced in this study effort.

During the course of the study, staff consulted with the Grafton town planner, the Police Department as well as the MassHighway District #3 office. All information and analyses compiled as part of this effort have been included in a Working Draft Preliminary Route 122-140 Traffic Study for review and comment by community officials. (A stand-alone Technical Appendix filled with detailed information has also been compiled as part of this effort.) Following the submittal of the study, the CMRPC transportation staff will provide one presentation of the study findings to all interested parties, such as town officials, residents and business owners, in the forum of an open public meeting held at the Grafton town hall. All views and comments made at the public meeting will be reviewed and considered to the maximum extent possible. Following the presentation, the report will be finalized and twenty (20) copies will be provided to the community. Three (3) copies will also be forwarded to the MassHighway District #3 Highway Director (DHD).

2. Route 122-140 Focus Segment

The focal point of this traffic study is the length of the concurrent section of Route 122- 140 in Grafton, locally referenced as Worcester Street, from Quinsigamond Corner in North Grafton through the Route 122/Route 140/Carroll Road intersection adjacent to Lake Ripple, a length of approximately 1.6 miles. According to Roadway Inventory File (RIF) data maintained by Office of Transportation Planning, the layout of Route 122-140 appears to provide a 54’ right-of-way throughout much of the study area, narrowing in some northern segments to as little as 40’. Maintained by MassHighway, this section of Route 122-140 is federal-aid eligible under the Surface Transportation Program (STP) and is functionally classified as an Urban Principal Arterial.

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As noted in the public comment submitted to staff, the inconsistent roadway cross section along Route 122-140 has led to a number of safety concerns. The Route 122-140 focus segment mainly carries two 12-foot travel lanes with the exception of the commercial area, where a brief four-lane cross-section is situated at the Shopping Plaza Drive. As observed in the field, pavements widths along Route 122-140 average approximately 30’ through the study area with shoulders ranging from 2’ to 3’ depending on location. Roadway widths also vary at major intersections where designated turning lanes are provided, particularly at the redeveloped shopping plaza.

Land uses along this focus section of Route 122-140 vary from residential, with limited commercial activities, to essentially fully commercial from the Harris Road/Snow Road intersection southerly to the Route 122/Route 140 divergence at Carroll Road. A major supermarket and a number of service businesses and eating establishments are located along this section of the roadway.

15 B. EXISTING CONDITIONS

1. Physical Inventory

Observing conditions in the field, a physical inventory of existing roadway characteristics along the Route 122-140 focus segment was compiled. Roadway widths, intersection geometry, signal timing and phasing data, number of curb cuts and other attributes were inventoried in the field and subsequently used to complete various analyses and suggest improvement options for the town’s consideration. As part of the work conducted in the field, a number of digital photographs were taken throughout the study area. Meant to accompany the text below, the photographs along with brief captions are presented in Figures 2 through 5.

2. Critical Study Intersections

The critical intersections examined within the scope of this study are shown in Figure 6. The following text describes the existing conditions observed at each location.

Route 122/Bridge Street

This study location is an unsignalized “Y”-type intersection. Bridge Street has traditionally been used as a “cut-through” from Route 140 to Route 122 or vice versa. Recently reconstructed, this intersection now has a dedicated left turn lane on Route 122 southbound for vehicles turning onto Bridge Street. Through traffic on Route 122 southbound can now proceed past vehicles queued for a left turn to Bridge Street. Vehicles turning onto Route 122 from Bridge Street are under “Yield” sign control minimizing vehicle delay. Prior to the installation of the traffic signal at the Route 122/Route 140 intersection, a substantial number of vehicles would attempt to circumvent the queue on Route 140 southbound by using Bridge Street and then turning left onto Route 122 southbound.

Route 140/Bridge Street

This study location is a “T”-type intersection under signalized control. Also recently reconstructed, the traffic signal is a new addition to this location. Each approach provides only a single travel lane. Due to heavy Route 140 traffic flows, the signal was observed to provide most available green time to the Route 140 approaches. Prior to the installation of signalized control, it was very difficult for vehicles to turn left onto Route 140 northbound from the Bridge Street approach. Queuing vehicles on Route 140 southbound, approaching the Route 122/Route 140 intersection, would often block turning movements from Bridge Street. Due to the vehicles blocking Bridge Street, vehicles waiting to turn onto Route 140 incurred substantial delay. Additionally, as a result of the volume wishing to reach Route 140 north, vehicle queues on Bridge Street eastbound would sometimes reach back to the Route 122/Bridge Street intersection.

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Route 122/Route 140

This study location is a “Y”-type intersection. Recently reconstructed, this location now operates under signalized traffic control. The addition of a signal vastly improved travel conditions at this location, particularly for the Route 140 southbound approach. Formerly a single lane approach under “Stop” sign control, it was very difficult to turn left from Route 140 southbound to Route 122-140 southbound. Under existing improved conditions, all approaches to the intersection have been widened to provide two lanes. Delays on Route 140 southbound are significantly less due to the advent of signalized control. Further, the two approach lanes on both Route 122 southbound and Route 122- 140 northbound appear to have improved both operations and safety.

Route 122-140/Wheeler Road

This study location is “T”-type intersection with the minor Wheeler Road approach operating under “Stop” sign control. All three roadway approaches to this location provide a single travel lane. Wheeler Road mainly serves residential and limited agricultural land uses and can be considered a low volume roadway. West of the Route 122-140 study area, Wheeler Road connects to Brigham Hill Road, which, in turn, connects to Route 122 in the Maplewood section of town across from the Wyman Gordon property. Notably, the Quinsigamond River flows under Route 122-140 near the Wheeler Road intersection, eventually flowing into Lake Ripple. Maintained by MassHighway, this bridge (#G-08-002) was reconstructed in 1988 and, based on a bridge inspection report from May 2005, was determined to have an AASHTO rating of 82.3 out of a possible 100.

Route 122-140/Harris Road/Snow Road

This location is an unsignalized four-way intersection with both minor approaches operating under “Stop” sign control. Harris Road, the eastbound approach to the intersection, provides access to a residential neighborhood. Fairly low traffic volumes were observed using the Harris Road approach to the intersection. Serving as the westbound approach to the intersection, Snow Road provides access to mainly residential land uses, eventually crossing under the MassPike and providing access to North Grafton. Vehicles entering the intersection from Snow Road mainly turn left onto Route 122-140 southbound. During the morning and evening peak hour periods, it is very difficult to turn left onto Route 122/140 from either Harris Road or Snow Road. A busy CVS pharmacy, part of the shopping plaza, is situated on the southeast corner of the intersection. Although vehicles cannot enter the CVS site from Snow Road, the plaza can be accessed either at the unsignalized curb cut adjacent to CVS or the shopping center’s signalized site drive, both just south of the Route 122-140/Harris Road/Snow Road intersection.

22 Route 122-140/Shopping Plaza Drive

This study location is a signalized “T”-type intersection. In vicinity of this intersection, both Route 122-140 approaches provide two travel/turning lanes. There is also an exclusive left turn lane for Route 122-140 southbound traffic volumes wishing to access the shopping plaza. An automotive service garage is situated on the western side of the intersection, but is not controlled by the traffic signal. When compared to the through traffic volumes on Route 122-140, turning volumes associated with the shopping plaza are somewhat minimal, especially during the morning peak travel period when many businesses in the plaza have yet to open. Further, it should also be mentioned that there is an additional entry/exit in front of the CVS that vehicles use to access the plaza.

Route 122/Route 140/Carroll Road

This study location is a four-way intersection operating under traffic signal control. Vehicles traveling southbound on Route 122-140 making the right turn onto Route 122 southbound bypass the traffic signal through a lengthy channelized turn lane set off from the intersection. The Route 122 northbound approach to the intersection provides two left turn lanes. There are two receiving lanes onto Route 122-140 northbound that quickly drop down to a single lane just prior to Dunkin Donuts, causing travel speeds to drop. In fact, the traffic generated by Dunkin Donuts, a popular destination, again located just north of this study intersection, was observed to contribute to the congested conditions experienced along this segment of Route 122-140. The site drive to the Grafton High School is located just south of this study location, resulting in fairly heavy traffic volumes, especially during the morning peak travel period. The Carroll Road approach was observed to contribute the least amount of traffic volume to this study intersection. Notably, Lake Ripple is situated just west of this location.

3. Traffic Volumes

During the compilation of the Blackstone Valley Corridor Planning Study (BVCPS) previously completed by CMRPC, it was determined that the historic traffic count data available within the defined Route 122-140 study area was of limited usefulness. Although a number of traffic studies had been previously prepared within the study area, an examination of available data showed assorted traffic counts that were collected over a range of years, often concentrating on specific focus areas, such as Quinsigamond Corner. A summary of the studies reviewed is included in the document’s List of References.

In consideration of the lack of recently obtained data, when the scope for this traffic study was compiled a count program was established that essentially blanketed the study area, collecting both daily and peak period traffic volumes along Route 122-140 and the major intersecting local streets. Daily, or 24-hour, traffic volumes were collected with digital Automatic Traffic Recorders (ATRs) placed at critical locations while intersection Turning Movement Counts (TMCs) were manually conducted at the major study intersections during the morning and evening peak travel periods.

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Most of the traffic counts obtained for the purposes of the Route 122-140 study were completed during the 2004 data collection season, although some data collection activities commenced during late autumn of 2003. All new counts conducted by CMRPC were obtained while area schools were in session. Summary printouts of all daily ATR traffic counts conducted throughout the study area are included in the document’s accompanying Technical Appendix. Further, numerous historic daily traffic count summaries for locations throughout the Route 122-140 study area, available from CMRPC’s in-house records, were also utilized for comparison purposes and are also included in the Technical Appendix.

Daily Traffic Volumes

Both the unadjusted, or “raw”, and adjusted daily traffic count results are included in Table 1. Additionally, the location of each daily traffic count is shown in Figure 7. In order to establish a standard analysis benchmark for the data collected throughout the study area, annual growth and seasonal adjustment factors were applied where necessary, resulting in an existing 2004 base year condition as shown in the adjusted portion of the table.

Seasonal Fluctuation in Weekday Traffic Flows

Concerning the seasonal fluctuation of traffic volumes, it was determined from permanent count station data provided by MassHighway that the months of June and August represent peak flow months in this part of the region. As included in the Technical Appendix, 13 years of count data obtained from three permanent count stations were used in the derivation of the seasonal adjustment factors utilized in this study.

As most of the nine (9) daily counts conducted for this study were completed in June 2004, a peak flow month, no seasonal adjustment to the base year case was necessary. Of the six (6) remaining daily counts, four were conducted at other times during 2004 while the final two were historic counts conducted in the study area during the 1990’s. All of the latter six daily counts were adjusted for seasonal fluctuation while the last two were also adjusted to reflect annual growth.

As can be realized from the adjusted portion of the table, daily traffic volumes along Route 122-140 and vicinity vary significantly depending on location. The common section of Route 122-140 carries some of the highest volumes within the study area, ranging from approximately 21,000 vehicles per day (vpd) at the MassPike (I-90) overpass, increasing to approximately 25,400 vpd just north of the Carroll Road intersection. Although less than that observed on the common section of Route 122-140, daily traffic volumes both to the north and south of the concurrent segment remain heavy. In the Quinsigamond Corner area at the northern divergence, Route 122 carries approximately 20,100 vpd while Route 140 carries approximately 11,500 vpd between the split and Bridge Street, increasing to 17,100 vpd north of Bridge Street into the North Grafton village area and the beginning of Route 30. The significant daily traffic volumes

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TABLE 1

Automatic Traffic Recorder (ATR) Count Results: Route 122-140 & Vicinity

TWO-WAY UNADJUSTED VOLUMES Morning Evening # Traffic Count Location Count Date Daily Peak Hour Peak Hour

1 Route 122 west of Bridge Street October 2004 19708 1394 2010 2 Route 140 north of Bridge Street October 2004 16775 1198 1388 3 Route 122 south of Bridge Street Sept 1997 19974 1409 1890 4 Route 140 south of Bridge Street August 1995 10383 714 795 5 Route 122-140 under MassPike (I-90) September 2004 20811 1386 1698 6 Route 122-140 north of Snow Road June 2004 23086 1541 1808 7 Route 122-140 north of Route 122 June 2004 25360 1791 1929 8 Route 122 right turn from Route 122-140 June 2004 7411 314 748 9 Route 122 south of Route 122-140 June 2004 15484 1065 1260 10 Route 140 south of Route 122-140 June 2004 11449 911 887 11 Bridge Street west of Route 140 October 2004 7054 358 764 12 Wheeler Road south of Route 122-140 June 2004 971 83 93 13 Harris Road south of Route 122-140 June 2004 131 12 15 14 Snow Road north of Route 122-140 June 2004 1739 118 198 15 Carroll Road north of Route 122-140 June 2004 2139 177 182

TABLE 1 (Continued)

Automatic Traffic Recorder (ATR) Count Results: Route 122-140 & Vicinity

ADJUSTED EXISTING 2004 Morning Evening # Traffic Count Location Daily Peak Hour Peak Hour

1 Route 122 west of Bridge Street 20070 1420 2047 2 Route 140 north of Bridge Street 17082 1220 1413 3 Route 122 south of Bridge Street 21758 1535 2059 4 Route 140 south of Bridge Street 11458 788 877 5 Route 122-140 under MassPike (I-90) 20999 1398 1713 6 Route 122-140 north of Snow Road 23086 1541 1808 7 Route 122-140 north of Route 122 25360 1791 1929 8 Route 122 right turn from Route 122-140 7411 314 748 9 Route 122 south of Route 122-140 15484 1065 1260 10 Route 140 south of Route 122-140 11449 911 887 11 Bridge Street west of Route 140 7183 365 778 12 Wheeler Road south of Route 122-140 971 83 93 13 Harris Road south of Route 122-140 131 12 15 14 Snow Road north of Route 122-140 1739 118 198 15 Carroll Road north of Route 122-140 2139 177 182

accommodated through the Quinsigamond Corner area warranted the need for the recent implementation of signalized control along with limited roadway widening.

At the southern divergence of Route 122 and Route 140 at Lake Ripple, Route 122 also carries the higher daily volume with approximately 15,500 vpd. Route 140 between the split and the Grafton town common carries approximately 11,400 vpd. Carroll Road also carries a substantial daily volume in this part of the study area, accommodating approximately 2,100 vpd. Other local roads intersecting Route 122-140 include Snow Road, at about 1,700 vpd and Wheeler Road, with approximately 1,000 vpd. Essentially, based on the traffic volumes observed in the field, Route 122 contributes ~2/3 while Route 140 contributes ~1/3 of the daily flow in and out of the concurrent section of Route 122-140.

Peak hour traffic flows along Route 122-140 also vary depending on location. However, as can be seen from the adjusted portion of the table, peak hour volumes are basically a proportional percentage of total daily flows. Notably, Route 140 south of the Route 122/Route 140/Carroll Road intersection exhibits fairly heavy flows of approximately 900 vehicles per hour (vph) during the morning peak hour, typical for a commuting route. Similarly, the observed traffic volumes utilizing the channelized right turn lane from Route 122-140 to Route 122 southbound carried about 700 vph during the evening peak hour. Many of the local roads included within the study scope exhibit slightly elevated traffic levels during the evening peak hour, including Bridge Street, Wheeler Road, and Snow Road. Again, in general, peak hour traffic flows, particularly during the evening commuting period, represent a fairly constant percentage of the daily total.

Intersection Turning Movement Counts (TMCs)

Peak period intersection Turning Movement Counts (TMCs) were also manually compiled for the purposes of this study. The critical intersections discussed above were counted during the peak travel periods of 7:00 to 9:00 AM and 4:00 to 6:00 PM. The key intersections counted along the Route 122-140 focus segment are summarized as follows:

1. Route 122/Bridge Street 2. Route 140/Bridge Street 3. Route 122/Route 140 4. Route 122-140/Wheeler Road 5. Route 122-140/Harris Road/Snow Road 6. Route 122-140/Shopping Plaza Drive 7. Route 122/Route 140/Carroll Road

Intentionally done while local schools were in session, the TMCs conducted for the purposes of this study commenced during October & November of 2003 and were completed in May of 2004. Based on an examination of the seasonal fluctuation in traffic flows through the study area, all of the TMC data collected by staff was adjusted to represent peak month traffic flow conditions generally observed during the month of

28 June, when schools are still in session, as well as August. Thus, the analysis conducted for this study assumes a peak annual flow scenario.

Analysis Network Development

Several steps were necessary in order to establish the existing case 2004 traffic flow networks, as summarized below.

• CMRPC’s historic in-house traffic count files (dating to 1985) for Grafton were researched, including materials available from earlier Highway Performance Monitoring System (HPMS) and Congestion Management System (CMS) efforts, where applicable. Several years of data points allows for the determination of location-specific traffic growth rates.

• Previously prepared traffic study materials were reviewed, such as the functional design reports for Quinsigamond Corner and the Route 122/Route 140/Carroll Road intersection. The Turning Movement Counts (TMCs) conducted by staff throughout the Route 122-140 study area were compared with those included in the earlier studies.

• As previously detailed, new traffic counts were conducted in the field, both digital ATR counts, used to observe daily traffic flows, and manual intersection TMCs, which are used to establish the morning and evening peak hour flow networks.

• Where necessary, a yearly growth factor adjustment of 1.1% per year, or approximately 11.6%, was applied. This growth figure was previously derived using the Travel Demand Forecast Model developed and maintained by the CMRPC staff.

• MassHighway permanent count station data was utilized to derive seasonal adjustment factors. An analysis month of June was selected as it exhibits peak seasonal traffic flows and local schools are still in session, as substantial school bus traffic appears to utilize Route 122-140. This approach provides a “conservative case” analysis of Route 122-140 traffic flows.

• As the above noted ATRs and TMCs are usually conducted on different days, the normal fluctuation of traffic flows are considered and used to establish an existing analysis scenario. A “balancing” exercise was conducted to account for both the typical addition and loss of traffic volume between adjacent study intersections due to local streets, site drives serving major land uses and other private driveways, as well as the natural statistical fluctuation encountered when observations are conducted on different days. In preparation for the “balancing” exercise, staff conducted a general inventory of major traffic generators along the length of Route 122-140 study corridor.

29 Using the TMC data collected in the field, the results of the ATR effort discussed previously, and the steps summarized above, staff established the morning and evening peak hour traffic flow networks for an existing 2004 base year condition. The resulting networks are shown in Figure 8, Existing AM Peak Hour Balanced Traffic Flows and Figure 9, Existing PM Peak Hour Balanced Traffic Flows. (TMC summary sheets are provided in the study’s Technical Appendix.) As a check, the balanced peak hour networks were also compared to previously conducted ground counts throughout the study area.

Heavy Vehicles

Considered an indicator of commercial activity as well as factor in roadway congestion, the percentage of heavy vehicles using the Route 122-140 focus segment during the peak travel periods was determined and is summarized in Table 2. As can be seen from the table, the critical study intersections experience an average of approximately 5% and 3% heavy vehicles during the morning and evening peak hour periods, respectively. Heavy vehicle percentages such as these are considered average. The study intersection with the highest concentration of heavy vehicles during the morning peak hour is at the Route 122-140/Wheeler Road intersection, likely due in part to the proximity of the site drive of a concrete mixing plant located on Route 122-140. During the evening peak hour, the highest concentration of heavy vehicles was observed at the northern divergence of Route 122 and Route 140. A fair percentage of heavy vehicles were also observed at the Route 122-140/Harris Road/Snow Road intersection during the evening peak hour, perhaps associated with the nearby shopping plaza. Again, the percentage of heavy vehicles observed in the Route 122-140 study area is considered typical and does not appear to have any significant adverse effects on traffic operations.

4. Travel Speeds

Peak Period Travel Time & Delay Studies

In order to determine average operating speeds as well as identify the length and type of traffic delays encountered along the Route 122-140 focus segment, a peak period Travel Time & Delay study was conducted during September 2004. In order to encompass the entire common section of Route 122-140, the travel time and delay study was conducted between the Route 140 (North Main Street)/Route 30 (Waterville Street) intersection in North Grafton through to the Route 122 (Providence Road)/Millbury Street intersection, south of the defined study area. Although area schools were in session, it was necessary to conduct the speed survey prior to the installation of signalized traffic control in the Quinsigamond Corner area. In this fashion, staff will have the opportunity to conduct another travel time and delay study, allowing for a “before and after” comparison. Such a follow-up study will be conducted under the agency’s ongoing Congestion Management System (CMS) work task. (The operations of the new traffic signals at the Route 140/Bridge Street and Route 122/Route 140 intersections are discussed in the intersection Level-of-Service section.) The data obtained in the field during 2004 was analyzed and graphed and is presented in Figures 10 through 13. Further, graphs

30

TABLE 2

Percentage of Heavy Vehicles Utilizing Study Intersections

Morning Evening Study Intersection Date of Count Peak Hour % Peak Hour %

Route 122 / Bridge St October '03 5.3% 2.3%

Route 140 / Bridge St May '04 5.5% 1.9%

Route 122 / Route 140 November '03 5.7% 4.9%

Route 122-140 / Wheeler Rd October '03 6.0% 3.0%

Route 122-140 / Harris Rd / October '03 5.0% 3.4% Snow Rd

Route 122-140 / Country Plaza May '04 5.3% 2.2%

Route 122 / Route 140 / May '04 4.8% 2.0% Carroll Rd

Peak Hour Averages 5.4% 2.8% Figure 10 Observed Speeds: AM Northbound September 2004

40.0

30.0

20.0 Speed (mph) Speed Millbury Street Millbury Carrol Road Snow Road Snow Route 122 Route Shopping Center 10.0 Route 30 Route Bridge Street Bridge

0.0 0.00 0.25 0.50 0.75 1.00 1.25 1.50 1.75 2.00 2.25 Distance (miles) Travel Speed Running Speed Speed Limit

- Northbound - Figure 11 Observed Speeds: AM Southbound September 2004

40.0

30.0

20.0 Millbury Street Speed (mph) Speed Carrol Road Snow Road Snow

10.0 Shopping Center Route 30 Route 122 Bridge Street

0.0 0.00 0.25 0.50 0.75 1.00 1.25 1.50 1.75 2.00 2.25 Distance (miles) Travel Speed Running Speed Speed Limit

- Southbound - Figure 12 Observed Speeds: PM Northbound September 2004

40.0

30.0 Route 122 Millbury Street 20.0 Carrol Road Speed (mph) Speed Route 30 Snow Road Snow

10.0 Bridge Street Shopping Center

0.0 0.00 0.25 0.50 0.75 1.00 1.25 1.50 1.75 2.00 2.25 Distance (miles) Travel Speed Running Speed Speed Limit

- Northbound - Figure 13 Observed Speeds: PM Southbound September 2004

40.0

30.0

20.0 Millbury Street Speed (mph) Speed Route 30 Carrol Road

10.0 Snow Road Snow Shopping Center Route 122 Bridge Street 0.0 0.00 0.25 0.50 0.75 1.00 1.25 1.50 1.75 2.00 2.25 Distance (miles) Travel Speed Running Speed Speed Limit

- Southbound - comparing the 2004 travel times to those measured earlier in 2000 and shown in Figures 14 through 17. The following text discusses the observations made in the field.

Existing Travel Times

The slowest running speeds and longest incurred delays observed during the morning peak travel period were on Route 140 between Bridge Street and Route 122 traveling in the southbound direction and, when traveling in the northbound direction, between Bridge Street and the Route 140/Route 30 in North Grafton. The three (3) traffic signals located along this segment of Route 140 all lead to the formation of fairly lengthy vehicle queues. Again, the most significant delays were encountered between Route 30 and Route 122 when traveling southbound on Route 140. Although the new traffic signals had been installed at both the Route 140/Bridge Street and Route 140/Route 122 intersections, they were not yet operational when this travel time and delay study was conducted. Vehicles turning onto Route 140 from Bridge Street were typically subject to lengthy delays while even longer delays were incurred by traffic attempting to access Route 122-140 southbound from Route 140. Steady Route 122 traffic flows allowed few acceptable gaps for traffic turning from Route 140. Prior to the implementation of signalized traffic control in the Quinsigamond Corner area, many vehicles were observed utilizing Bridge Street as a “shortcut” to Route 122 south, in turn causing other operational difficulties.

During the evening peak travel period, the slowest running speeds and the longest delays were fairly similar to that observed in the morning, although generally worse. The two worst locations for vehicle delay were (again) on Route 140 southbound between Bridge Street and Route 122, but also on Route 122-140 southbound between the Shopping Plaza Drive and the Carroll Road intersection. At the Route 122/Route 140/Carroll Road intersection, most vehicles were observed to bear right onto Route 122 southbound, continuing further down the Blackstone River Valley. During the evening peak travel period, incurred vehicle delays were much far less significant for northbound traffic flows. Nonetheless, it should be stated that the trip generation associated with the commercial area between the Shopping Plaza Drive and the Carroll Road intersection has a substantial effect on the vehicle delays observed on this focus segment.

Travel Time Comparison, 2000 versus 2004

Further, the travel time data obtained in 2004 was compared to an equivalent effort previously completed under the CMS program along the Route 122-140 focus segment during 2000. In 2000 there was very little recorded delay in the morning peak travel period with the exception of the segment of Route 140 southbound between Bridge Street and Route 122. In the evening, however, significant vehicle delays were observed. The two roadway segments with the greatest amount of delay were, again, on Route 140 southbound between Bridge Street and Route 122 as well as on Route 122-140 southbound through the commercial area between Snow Road and Route 122/Route 140/Carroll Road intersection. Vehicles traveling in the northbound direction were observed to encounter minimal delay. In 2004 recorded travel speeds were generally

38 Figure 14 Observed Speeds: AM Northbound 2000 Versus 2004 50.0

40.0

30.0

Speed (mph) Speed 20.0 Carrol Road Millbury Street Millbury Snow Road Snow 10.0 Route 122 Route Shopping Center Route 30 Route Bridge Street Bridge

0.0 0.00 0.25 0.50 0.75 1.00 1.25 1.50 1.75 2.00 2.25 Distance (miles) 2000 Travel Speed 2004 Travel Speed Speed Limit

- Northbound - Figure 15 Observed Speeds: AM Southbound 2000 Versus 2004 50.0

40.0

30.0

Speed (mph) Speed 20.0 Millbury Street Millbury Carrol Road Snow Road Snow

10.0 Center Shopping Route 30 Route Route 122 Route Bridge Street Bridge 0.0 0.00 0.25 0.50 0.75 1.00 1.25 1.50 1.75 2.00 2.25 Distance (miles) 2000 Travel Speed 2004 Travel Speed Speed Limit

- Southbound - Figure 16 Observed Speeds: PM Northbound 2000 Versus 2004 50.0

40.0

30.0 Speed (mph) Speed 20.0 122 Route Carrol Road Millbury Street Millbury Route 30 Route Snow Road Snow 10.0 Street Bridge Shopping Center

0.0 0.00 0.25 0.50 0.75 1.00 1.25 1.50 1.75 2.00 2.25 Distance (miles) 2000 Travel Speed 2004 Travel Speed Speed Limit

- Northbound - Figure 17 Observed Speeds: PM Southbound 2000 Versus 2004 50.0

40.0

30.0

Speed (mph) Speed 20.0 Millbury Street Millbury Route 30 Route Carrol Road 10.0 Snow Road Snow Shopping Center Route 122 Route 0.0 Street Bridge 0.00 0.25 0.50 0.75 1.00 1.25 1.50 1.75 2.00 2.25 Distance (miles) 2000 Travel Speed 2004 Travel Speed Speed Limit

- Southbound - slower due to steadily increasing traffic flows along the focus segment. Travel in the northbound direction on Route 122-140 encountered increased vehicle delay in 2004 as compared to 2000, including the onset of more significant delays during the morning peak travel period. While the locations of the longest observed vehicle delays are similar, the delays observed in 2004 have increased, perhaps due to increased traffic volumes. Total delay in the evening appears to be similar between 2000 and 2004, although overall travel speeds appear to have decreased somewhat along Route 122-140.

5. Vehicle Crash History

Study Intersection Vehicle Crash Diagrams

Documenting and addressing roadway safety issues is a critical component of the traffic studies conducted by CMRPC. Accordingly, the vehicle crash history along Route 122- 140 encompassing the last three (3) full years of available data was researched in cooperation with the Grafton Police Department. The state’s standard vehicle crash report files maintained by the police are most often the best source of data for the compilation of collision diagrams which, in turn, are used to suggest improvement options. Although the research effort’s main focus was on the identified study intersections, vehicle crashes that occurred on the Route 122-140 roadway segments between the intersections was also reviewed within the scope of this study. The main purpose of this activity is to recommend safety improvements and, in some cases, justify the installation of signalized traffic control. (It should be mentioned that vehicle crash data CDs provided to CMRPC by the Office of Transportation Planning were also referenced in the safety research conducted for the Route 122-140 traffic study. However, the records available through OTP were deemed insufficient for use in the Grafton traffic study.)

Where the intersection crash history was determined to be significant, a series of vehicle crash diagrams were compiled and are shown in Figures 18 through 22. The following text accompanies the diagrams.

Route 122/Bridge Street (Figure 18)

A total of ten (10) vehicle crashes were reported at this study intersection within the three-year analysis period. Bridge Street traffic volumes seeking to turn right onto Route 122 northbound are under “Yield” sign control. There were three rear-end collisions reported on the Bridge Street approach to the intersection. Prior to the improvements recently implemented in the Quinsigamond Corner area, vehicles would use Bridge Street as a “shortcut” in an attempt to avoid the lengthy vehicle queue on the Route 140 southbound approach to the Route 122/Route 140 intersection. Often, vehicles would utilize Bridge Street and turn left onto Route 122 southbound in order to minimize delay. As a result, there were a number of crashes where vehicles turning left from Bridge Street onto Route 122 southbound pulled out and were struck by oncoming traffic. There were also some other turning-related crashes while one (1) vehicle was reported to have run off the road.

43 VEHICLE CRASH DIAGRAM Figure 18 Dates: 7/1/01 - 7/1/04 Route 122 / Bridge St

N BRIDGE

4

1,7,8

5 6,9,10 3

122 2

SYMBOLS LIGHT CONDITIONS VIOLATIONS Angle Head On 1 Daylight 2 Dawn or Dusk 0 No Violations 7 Wrong Side of Road Turning Move Fixed Object 3 Darkness 1 Speed Too Fast 8 Improper Turning 4 Unknown 2 Failure To Yield 9 Improper Backing SEVERITY CODES ROAD CONDITIONS 3 Ran Stop Sign 10 Had Been Drinking Rear End 1 Dry 4 Ran Traffic Signal 11 Pedestrian Violation Property damage PD 2 Wet 5 Following Too Close 12 Reckless Driving Sideswipe Personal Injury PI 3 Snow or Icy 6 Improper Passing 13 Improper Light or Brakes Fatality F 4 Unknown # DATE TIME DAY SEV LRV # DATE TIME DAY SEV LRV 1 01/18/02 18:00 FRI PD 1 1 0 2 05/31/02 20:00 THUR PD 3 1 0 3 10/16/02 15:00 MON PD 1 2 0 4 11/26/02 10:00 SAT PD 1 2 0 5 01/29/03 21:00 WED PI 3 1 0 6 05/12/03 17:00 MON PI 2 2 0 7 07/31/03 19:00 THUR PD 3 1 0 8 09/16/03 8:00 TUE PD 1 2 0 9 10/05/03 12:00 SUN PD 1 1 0 10 03/13/04 17:00 SAT PI 2 1 0 VEHICLE CRASH DIAGRAM Figure 19 Dates: 7/1/01 - 7/1/04 Route 140 / Bridge St

140 N

11

2,5,6,7,8,10

BRIDGE 9

1,3,4

SYMBOLS LIGHT CONDITIONS VIOLATIONS Angle Head On 1 Daylight 2 Dawn or Dusk 0 No Violations 7 Wrong Side of Road Turning Move Fixed Object 3 Darkness 1 Speed Too Fast 8 Improper Turning 4 Unknown 2 Failure To Yield 9 Improper Backing SEVERITY CODES ROAD CONDITIONS 3 Ran Stop Sign 10 Had Been Drinking Rear End 1 Dry 4 Ran Traffic Signal 11 Pedestrian Violation Property damage PD 2 Wet 5 Following Too Close 12 Reckless Driving Sideswipe Personal Injury PI 3 Snow or Icy 6 Improper Passing 13 Improper Light or Brakes Fatality F 4 Unknown # DATE TIME DAY SEV LRV # DATE TIME DAY SEV LRV 1 09/29/01 15:00 SAT PD 1 1 0 2 10/17/01 18:00 WED PD 3 1 2 3 10/29/01 7:00 MON PI 2 1 2 4 09/28/02 13:00 WED PD 1 1 0 5 11/12/02 9:00 TUE PD 1 2 0 6 07/11/03 8:00 FRI PD 1 2 2 7 11/20/03 17:00 THUR PD 2 2 0 8 02/02/04 8:00 MON PI 1 1 0 9 03/16/04 17:00 TUE PD 2 3 0 10 06/03/04 7:00 MON PD 2 2 2 11 06/07/04 17:00 MON PI 2 1 0 VEHICLE CRASH DIAGRAM Figure 20 Dates: 7/1/01 - 7/1/04 Route 122 / Route 140

140

122 3 N

1

2

4

140/122

SYMBOLS LIGHT CONDITIONS VIOLATIONS Angle Head On 1 Daylight 2 Dawn or Dusk 0 No Violations 7 Wrong Side of Road Turning Move Fixed Object 3 Darkness 1 Speed Too Fast 8 Improper Turning 4 Unknown 2 Failure To Yield 9 Improper Backing SEVERITY CODES ROAD CONDITIONS 3 Ran Stop Sign 10 Had Been Drinking Rear End 1 Dry 4 Ran Traffic Signal 11 Pedestrian Violation Property damage PD 2 Wet 5 Following Too Close 12 Reckless Driving Sideswipe Personal Injury PI 3 Snow or Icy 6 Improper Passing 13 Improper Light or Brakes Fatality F 4 Unknown # DATE TIME DAY SEV LRV # DATE TIME DAY SEV LRV 1 08/05/03 10:00 TUE PD 1 2 0 2 10/29/03 11:00 WED PI 1 2 0 3 11/13/03 12:00 THUR PI 1 1 0 4 02/16/04 6:00 MON PD 2 1 0 VEHICLE CRASH DIAGRAM Figure 21 Dates: 7/1/01 - 7/1/04 Rt 122-140 / Shopping Plaza

122/140 N

8,9

7,10 2 S & S PLAZA

6

1,3,5

4

SYMBOLS LIGHT CONDITIONS VIOLATIONS Angle Head On 1 Daylight 2 Dawn or Dusk 0 No Violations 7 Wrong Side of Road Turning Move Fixed Object 3 Darkness 1 Speed Too Fast 8 Improper Turning 4 Unknown 2 Failure To Yield 9 Improper Backing SEVERITY CODES ROAD CONDITIONS 3 Ran Stop Sign 10 Had Been Drinking Rear End 1 Dry 4 Ran Traffic Signal 11 Pedestrian Violation Property damage PD 2 Wet 5 Following Too Close 12 Reckless Driving Sideswipe Personal Injury PI 3 Snow or Icy 6 Improper Passing 13 Improper Light or Brakes Fatality F 4 Unknown # DATE TIME DAY SEV LRV # DATE TIME DAY SEV LRV 1 02/04/02 18:00 MON PD 2 1 0 2 02/05/02 8:00 TUE PI 2 1 0 3 05/13/02 20:00 MON PD 3 2 0 4 09/15/02 17:00 SUN PI 2 2 0 5 03/15/03 18:00 SAT PI 2 1 0 6 03/29/03 21:00 FRI PD 3 1 0 7 04/21/03 17:00 MON PI 2 1 2 8 10/13/03 13:00 SAT PD 1 1 0 9 02/02/04 20:00 MON PD 3 1 0 10 03/26/04 14:00 FRI PD 1 1 0 VEHICLE CRASH DIAGRAM Figure 22 Dates: 7/1/01 - 7/1/04 Route 122 / Route 140 / Carroll Rd

N 122/140 CARROLL

5 4

2 1,3,6

7

122 140

SYMBOLS LIGHT CONDITIONS VIOLATIONS Angle Head On 1 Daylight 2 Dawn or Dusk 0 No Violations 7 Wrong Side of Road Turning Move Fixed Object 3 Darkness 1 Speed Too Fast 8 Improper Turning 4 Unknown 2 Failure To Yield 9 Improper Backing SEVERITY CODES ROAD CONDITIONS 3 Ran Stop Sign 10 Had Been Drinking Rear End 1 Dry 4 Ran Traffic Signal 11 Pedestrian Violation Property damage PD 2 Wet 5 Following Too Close 12 Reckless Driving Sideswipe Personal Injury PI 3 Snow or Icy 6 Improper Passing 13 Improper Light or Brakes Fatality F 4 Unknown # DATE TIME DAY SEV LRV # DATE TIME DAY SEV LRV 1 01/21/02 16:00 MON PI 2 3 0 2 03/23/02 14:00 SAT PI 1 1 4 3 08/29/02 15:00 THUR PD 1 2 0 4 09/07/02 18:00 SAT PD 2 1 0 5 02/12/03 20:00 WED PD 3 1 7 6 05/14/03 6:00 TUE PI 2 1 0 7 10/17/03 9:00 FRI PI 1 1 2 Route 140/Bridge Street (Figure 19)

The most frequent crash reported at this study intersection was the turning movement type crash. Due to fairly heavy Route 140 traffic flows, vehicles using Bridge Street seeking to turn left onto Route 140 northbound encountered lengthy delays prior to the installation of signalized traffic control. Formerly, vehicles were observed to queue the length of Bridge Street back to Route 122. Operators on the Bridge Street approach appeared to get impatient and turn out onto Route 140, causing collisions with vehicles traveling on Route 140. Nine (9) out of the eleven (11) documented vehicle crashes were of the turning movement variety. There was also one (1) rear-end collision and one (1) sideswipe-type crash.

Route 122/Route 140 (Figure 20)

This study intersection had the fewest number of reported vehicle crashes. There were a total of four (4) crashes documented within the three-year analysis period. There was one (1) crash where a vehicle was reported to have run off the road and struck a utility pole. There was one (1) rear-end type crash reported on the on Route 140 southbound approach to the intersection. The remaining two (2) crashes were the turning movement type. One (1) was a vehicle turning onto Route 122-140 southbound from Route 140 southbound while the other was a vehicle turning out of an adjacent driveway onto Route 122 southbound. It appears that prior to the advent of signalized control at this intersection, heavy traffic flows, lengthy vehicle queues and, thus, slow travel speeds may have contributed to the minimal number of vehicle crashes reported at this study location.

Route 122-140/Shopping Plaza Drive (Figure 21)

During the three-year analysis period, this study intersection had a total of ten (10) reported vehicle collisions. Three (3) out of the ten (10) were rear-end type collisions. There were three (3) other crashes in which vehicles traveling southbound attempting to turn left into the Shopping Plaza Drive did not yield the right of way to the vehicles traveling northbound on Route 122-140 and were subsequently struck. Two (2) other crashes occurred when vehicles exiting the gas station situated in the northwest quadrant of the intersection attempted to turn left onto Route 122/140 northbound, pulling out in front of oncoming traffic.

Route 122/Route 140/Carroll Road (Figure 22)

This study location had the second fewest number of vehicle crashes within the three- year analysis period. There were three (3) reported rear-end collisions. All three (3) took place on Route 140 northbound just prior to the traffic signal. The four (4) remaining reported crashes were of the turning movement variety. One (1) was caused by a vehicle that ran a red light and another was caused because one vehicle failed to yield. Of the two (2) remaining crashes, one (1) was caused by a vehicle that cut in front of another vehicle causing both vehicles to collide. The final collision occurred because a vehicle

49 crossed the double yellow centerline and struck another vehicle that was queued at the traffic signal.

Intersection Vehicle Crash Rates

The Office of Transportation Planning (OTP) and MassHighway in Boston are responsible for maintaining the state’s Highway Safety Improvement Program (HSIP). Through ongoing analysis efforts, vehicle crash rates are calculated for the five MassHighway district offices and, where sufficient data is available, for individual communities. Based on the results of the vehicle crash research effort conducted as part of this study, vehicle crash rates were developed for each of the study intersections where crash diagrams were compiled, as discussed above. As can be seen in Table 3, vehicle crash rates, based on the established measure of Million Entering Vehicles (MEV), were calculated for five study area intersections.

As can be seen from the table, the resulting crash rates were all substantially less than the MassHighway District #3 average. Considering the observed congestion along Route 122-140, this result was not totally unexpected. Occasionally, heavy congestion results in more careful and courteous driving. This appears to be especially true where poor sight lines, long-range destinations, commercial delivery activities, and the like do not exacerbate potentially hazardous maneuvers such as the acceptance of minimal gaps for traffic flow entry, two-stage left turn movements, and so forth.

Roadway Segment Vehicle Crashes

The roadway segment vehicle crashes researched in cooperation with the Grafton Police Department are summarized in Table 4. As can be seen from a review of the table, during the years 2001 through 2003 there were a total of thirty-two (32) reported vehicle crashes along the Route 122-140 focus segment, averaging about 10 crashes per year. Nine (9) of the thirty-two (32) crashes resulted in personal injury. The most frequent types of reported crashes were rear end and cross movement. Due to the commercial nature of the southern part of the Route 122-140 study area, there exist a fair number of curb cuts for vehicles to enter and exit. Accordingly, twenty-six (26) of the total number of thirty-two (32) reported crashes were south of Wheeler Road along the commercial section of Route 122-140.

Three (3) vehicle crashes were reported at the Wheeler Road intersection, two (2) were rear end collisions caused by vehicles traveling northbound striking stopped vehicles attempting to turn left into Wheeler Road. Another part of Route 122-140 with a number of crashes was at the 86 Worcester Street address. Vehicles attempting to make left turns out of the Grafton Credit Union site were involved in two collisions. Additionally, one vehicle failed to yield to oncoming traffic while attempting to make a left turn into the site from Route 122-140 resulting in another crash. The address of 80 Worcester Street was another location where vehicles entering Route 122-140 were involved in crashes. Further, the roadway segment near Dunkin Donuts was another notable crash location. This is also a location where two (2) rear end-type crashes were reported while, at other

50 TABLE 3

Vehicle Crash Rates At Major Intersections

Crash Rate District #3 Intersection per Million entering Avg Crash Rate Pct of District Avg:

Rte 122/Bridge St 0.372 0.800 47%

Rte 140/Bridge St 0.521 0.800 65%

Rte 122/Rte 140 (N) 0.156 0.800 20%

Rte 122-140/Plaza 0.305 0.800 38%

Rte 122-140/Carroll Rd 0.220 0.800 28%

NOTES:

(1) Major intersection crash rates were calculated from vehicle collision information compiled through research at the Grafton Police Department for the three-year period examined within this study.

(2) The most recent crash rate average for MassHighway District #3 is 0.80. This rate is specified by MassHighway for comparative use within the District.

TABLE 4 Roadway Segment Vehicle Crashes

GPD Day Time Conditions # ID # Route 122/140 Location Date of Week of Day Type Severity Weather Light Road Violations

1 108 Worcester St - 70 06/21/03 Saturday 11:00 Rear End Property Damage Clear Daylight Dry FTUC in Stopping 2 188 Worcester St - 72 12/19/02 Friday 7:00 Rear End Personal Injury Clear Dawn Dry FTUC in Stopping 3 10 Worcester St - 72 01/19/03 Sunday 17:00 Cross Move Property Damage Clear Dusk Dry FT Grant ROW 4 122 Worcester St - 72 07/19/03 Saturday 11:00 Cross Move Property Damage Rain Daylight Wet None 5 58 Worcester St - 77 04/28/04 Sunday 7:00 Rear End Property Damage Clear Dawn Dry None 6 77 Worcester St - 78 04/28/03 Monday 13:00 Rear End Property Damage Clear Daylight Dry None 7 127 Worcester St - 78 08/01/03 Tuesday 11:00 Rear End Property Damage Clear Daylight Dry None 8 128 Worcester St - 80 07/10/01 Tuesday 15:00 Cross Move Property Damage Clear Daylight Dry FT Grant ROW 9 175 Worcester St - 80 12/06/02 Friday 15:00 Hit Pedestrian Personal Injury Cloudy Daylight Wet FTUC in Starting 10 187 Worcester St - 80 11/06/03 Thursday 12:00 Cross Move Property Damage Cloudy Daylight Dry FT Grant ROW 11 147 Worcester St - 86 08/14/01 Tuesday 10:00 Rear End Property Damage Clear Daylight Dry None 12 221 Worcester St - 86 12/29/03 Monday 8:00 Cross Move Property Damage Clear Daylight Dry None 13 52 Worcester St - 86 04/12/04 Monday 14:00 Cross Move Property Damage Cloudy Daylight Dry FT Yield 14 76 Worcester St - 86 06/11/04 Friday 16:00 Cross Move Property Damage Clear Dusk Dry None 15 152 Hitchings Road 08/31/01 Friday 15:00 Rear End Property Damage Clear Daylight Dry None 16 27 Worcester St - 89 02/08/03 Saturday 11:00 Cross Move Property Damage Clear Daylight Dry FT Yield,FT Stay in Lane 17 128 Worcester St - 90 09/05/02 Thursday 9:00 Cross Move Property Damage Clear Daylight Dry Improper Passing 18 164 Worcester St - 92 09/26/01 Wednesday 17:00 Cross Move Personal Injury Clear Dusk Dry FT Grant ROW 19 85 Worcester St - 94 06/29/02 Saturday 13:00 Cross Move Property Damage Clear Daylight Dry None 20 60 Worcester St - 100 05/06/02 Monday 2:00 Cross Move Property Damage Clear Dark Dry Hit and Run 21 104 Worcester St - 116 08/15/02 Monday 12:00 Rear End Personal Injury Cloudy Daylight Dry FTUC in Stopping 22 124 Worcester St - 123 07/27/03 Sunday 22:00 Rear End Property Damage Clear Dark Dry None 23 111 Worcester St - 126 06/24/03 Tuesday 17:00 Rear End Personal Injury Clear Dusk Dry FTUC in Stopping 24 43 Worcester St - 127 02/24/03 Monday 15:00 Cross Move Property Damage Clear Daylight Dry None 25 34 Worcester St - 135 02/26/04 Thursday 8:00 Rear End Personal Injury Clear Dawn Dry None 26 168 Worcester St - 137 09/30/01 Sunday 12:00 Head On Personal Injury Clear Daylight Dry None 27 60 Wheeler Road 03/19/03 Wednesday 9:00 Rear End Property Damage Clear Daylight Dry FTUC in Stopping 28 164 Wheeler Road 10/04/03 Saturday 12:00 Rear End Personal Injury Cloudy Daylight Wet None 29 174 Wheeler Road 10/21/03 Tuesday 16:00 Fixed Object Property Damage Cloudy Dusk Wet OUI 30 131 Worcester St - 142 07/14/01 Saturday 8:00 Cross Move Property Damage Clear Daylight Dry Improper Parking 31 212 Worcester St - 152 12/14/03 Sunday 16:00 Rand Off Road Property Damage Snow Daylight Snowy None 32 28 Worcester St - 168 02/07/04 Saturday 10:00 Rear End Personal Injury Cloudy Daylight Wet FTUC in Stopping

FT=Failure To FTUC=Failure To Use Care OUI=Operating Under the Influence ROW=Right Of Way FTC=Following Too Close OLS=Operator Left Scene times, vehicles have failed to yield to oncoming traffic prior to attempting a left turn movement.

6. Route 122-140 Curb Cuts

Comments raised during the extensive public outreach process conducted for the BVCPS indicated safety-related concerns over the number of curb cuts along the concurrent section of Route 122-140. As such, the scope of this effort included an inventory of the number of existing curb cuts serving adjacent properties along the entire length of Route 122-140 from Quinsigamond Corner to the Carroll Road intersection. The “windshield” survey included all curb cuts to adjacent commercial and residential land uses; however, major and local streets are not included in the inventory totals. Further, those site drives divided by raised traffic islands were counted as two curb cuts for consistency purposes. A summary of the number of curb cuts observed in the field is provided in Table 5 and graphically shown in Figure 23. Again, not counting intersections with major and local streets, 78 separate curb cuts serving adjacent land uses were inventoried, 44 on the easterly side of Route 122-140 and 34 on the westerly side. The segment between the shopping center site drive and Carroll Road has the most curb cuts, 17 on the easterly side of the roadway and 12 on the westerly side for a total of 29, many serving local businesses.

As Route 122-140 through Grafton is state-maintained, MassHighway has the authority to either grant or restrict curb cut permits along the roadway. The site access associated with new development or redevelopment needs to be constructed to meet accepted standards. The criteria included in MassHighway’s Highway Design Manual (currently under revision) would be utilized. Other sources concerning standard curb cut openings are the Federal Highway Administration’s Millennium Edition of the Manual on Uniform Traffic Control Devices (MUTCD) and the Transportation Research Board’s Access Management Manual. Use of these established standards helps ensure that the curb cuts for local streets and other heavily utilized site drives are well defined, adequate in size, and, where necessary, include the proper pavement markings and traffic control signage.

In general, the curb cuts inventoried along the Route 122-140 focus segment have lead to a number of conflicting turning movements. The curb cuts associated with some businesses were observed to be excessive in length, leading to more potential conflict points, and should perhaps be more limited in size. Where feasible, the consolidation of curb cuts should also be considered to the extent possible. These actions would serve to reduce the number of potential turning maneuvers and vehicle conflict points along Route 122-140. The process of consolidating curb cuts is usually conducted on a case-by-case basis. The type of land use, traffic generation characteristics and vehicle crash history should all be considered when planning site access improvements. Generally, one curb cut per parcel is optimal. However, some land uses, gas stations for example, may require two curb cuts to assist traffic flows internal to a particular site.

Access management techniques that lead to curb cut consolidation include access from minor side streets rather than the major street, shared site drives that serve more than one

53 TABLE 5 Grafton Route 122-140 Curb Cut Inventory Summary

East West Local # Segment Side Side Streets Comments I Route 122/140 Convergence 14 11 Mainly Residential Land Uses to MassPike (I-90) Bridge

II MassPike (I-90) Bridge 7 8 Side Hill Avenue Mainly Residential Land Uses to Wheeler Road

III Wheeler Road 4 1 Lengthy Curb Cuts at Formal Farm to Snow Road/Harris Road Stand Site

IV Snow Road/Harris Road 2 2 Successful Rejuvination of to Shopping Center Long-Dormant Shopping Plaza Site Drive

V Shopping Center Site Drive 17 12 Clark Road Local Streets Serving Numerous to Carroll Road, Usher Road Homes Route 122/140 Divergence Hitchings Road Forrest Lane

SUB-TOTAL 44 34 TOTAL 78

Inventory includes all curb cuts to adjacent private and public properties. Major and local streets, as listed in the "segment" column are not included in the inventory totals. parcel, and access drives located across the street from one another, rather than offset. Generally, an excessive number of curb cuts can lead to disorderly turning maneuvers that can contribute to the vehicle crash experience along a particular roadway. Further, as through volumes are required to reduce speeds due to the entering and exiting traffic, increased travel times and congestion often result. Summary materials concerning the various methods to consolidate curb cuts are included in the study’s Technical Appendix.

56 C. PROJECTED FUTURE YEAR CONDITIONS: 2014

1. Traffic Growth Projections

Beyond addressing existing conditions and identified deficiencies, the scope of this study also considers future projected conditions along Route 122-140 in the benchmark year 2014 in order to assist both the town of Grafton and MassHighway in planning for future traffic growth that is likely as a result of ongoing development activities. As opposed to a site-specific approach to potential future development within the greater study area, the projected 2014 future year scenario was derived utilizing the annual growth projections generated by CMRPC’s in-house regional Travel Demand Forecast Model. The model considers projected growth in the overall area, beyond Grafton’s borders, in an aggregate, or “broad-brush”, manner based on the average growth of Vehicle Miles Traveled (VMT) for the region, again as opposed to the site-specific approach. Thus, a model-derived annual growth factor of 1.1% per year was applied for the 10-year period between 2004 and 2014, resulting in a nearly 11.6% increase over the forthcoming decade.

Further, the future year projections derived by the model were verified by the examination of historic traffic counts conducted within the study area. For example, the growth in daily traffic volumes at various points within the Route 122-140 study area revealed that Route 140 north of Bridge Street exhibited an observed growth rate of 1.2% per year for the 14-year period between 1985 and 1999. Elsewhere, at the southern end of the study area, Route 140 south of the Route 122/Route 140/Carroll Road intersection exhibited an observed growth rate of 1.4% per year for the 19-year period between 1985 and 2004. These annual growth percentages developed from daily count data support the validity of the model-derived figure utilized in this study.

Projected 2014 Analysis Network Development

Accordingly, the model-derived projection of 1.1% per year was applied to the existing 2004 daily and peak hour traffic volumes resulting in the future projected 2014 traffic volumes. The projected daily traffic volumes at various locations throughout the Route 122-140 study area are presented in Table 6 while anticipated peak hour flows are shown in Figures 24 and 25 for morning and evening conditions, respectively. As can be seen from the table, daily traffic at the busier parts of the study area, such as Route 122 and the concurrent section of Route 122-140 in vicinity of Bridge Street in the Quinsigamond Corner area, is projected to increase by approximately 2,500 vpd over the next decade, with peak hour increases in the vicinity of 200 vehicles. The standard growth rate applied to the study area results in consistent impacts, with no specific part of the study area affected disproportionately.

57

TABLE 6

Projected 2014 Daily & Peak Hour Traffic Volumes: Route 122-140 & Vicinity

PROJECTED 2014 Morning Evening # Traffic Count Location Daily Peak Hour Peak Hour

1 Route 122 west of Bridge Street 22390 1584 2284 2 Route 140 north of Bridge Street 19057 1361 1576 3 Route 122 south of Bridge Street 24273 1712 2297 4 Route 140 south of Bridge Street 12783 879 978 5 Route 122-140 under MassPike (I-90) 23427 1560 1911 6 Route 122-140 north of Snow Road 25755 1719 2017 7 Route 122-140 north of Route 122 28292 1998 2152 8 Route 122 right turn from Route 122-140 8268 350 834 9 Route 122 south of Route 122-140 17274 1188 1406 10 Route 140 south of Route 122-140 12773 1016 990 11 Bridge Street west of Route 140 8013 407 868 12 Wheeler Road south of Route 122-140 1083 93 104 13 Harris Road south of Route 122-140 146 13 17 14 Snow Road north of Route 122-140 1940 132 221 15 Carroll Road north of Route 122-140 2386 197 203

D. LEVEL OF SERVICE ANALYSIS

1. Critical Study Intersections

Using the Route 122-140 peak hour flow networks for both existing and future projected 2014 conditions, the operations of the major intersections included within the scope of the study were assessed utilizing the Highway Capacity Software (HCS) Version 4.1c that calculates a “Level-of-Service” (LOS) for a particular location based on encountered delay, similar to a report card grading scheme of “A” through “F”, with LOS “A” representing optimal operations with little vehicle delay and LOS “F” indicative of highly congested conditions and significant vehicle delay. The software package utilizes the methodology presented in the 2000 Highway Capacity Manual.

Tables 7 and 8 provide summaries of anticipated intersection operations under existing conditions, projected 2014 conditions as well as projected 2014 conditions with suggested improvements. Table 9 compares operations in the Quinsigamond Corner area before and after the implementation of signalized traffic control at the Route 140/Bridge Street and Route 122/Route 140 study intersections.

Route 122/Bridge Street

Vehicles turning left from the Bridge Street approach to this critical study intersection have traditionally encountered lengthy delays. Prior to the advent of signalized control at the other Quinsigamond Corner intersections, Route 140/Bridge Street and Route 122/Route 140, many vehicles were attempting to turn left in order to circumvent the long queues accumulating on the southbound approach of Route 140 to the Route 122/Route 140 intersection. Signalization vastly improved the operations of that adjacent intersection and there is no longer any recurring reason to use Bridge Street to gain access to Route 122 southbound. Further, the vehicle gaps in Route 122 flows resulting from the nearby signal also allow traffic turning onto Bridge Street to move in a safer, more orderly manner. As the peak hour traffic counts at the Route 122/Bridge Street intersection were conducted prior to the implementation of signalized control in Quinsigamond Corner, it is recommended that this critical study intersection continues to be monitored on a regular basis. Besides maintaining pavement markings and traffic control signs, no further improvements are suggested at this study location.

Route 140/Bridge Street

The left turn movement from the Bridge Street approach essentially controls the overall operations of this study intersection. Left turns from Bridge Street are completed with limited sight distance, particularly in the southerly direction, as queuing vehicles frequently block this roadway segment during the peak flow periods. This appears to be the case both before and after the implementation of signalized control at this location and just south at the Route 122/Route 140 intersection. When the Route 140/Bridge Street intersection was unsignalized, lengthy delays were encountered during the peak hour periods. While the Bridge Street approach no longer functions at LOS “F”, the

61 TABLE 7

Intersection Level Of Service (LOS) Analysis Results: Existing Conditions & Projected 2014 Conditions

N E T W O R K Existing Balanced 2014 Projected ROUTE 122-140 AM PM AM PM 1 2 1 2 1 2 1 2 INTERSECTION V/C Delay LOS V/C Delay LOS V/C Delay LOS V/C Delay LOS

SIGNALIZED Route 140/Bridge St 0.94 18 B 0.88 22 C 1.05 26 C 0.99 36 D Route 122/Route 140 0.77 9 A 0.61 24 C 0.85 11 B 0.68 26 C Rte 122-140/Shopping Plaza 0.72 6 A 0.80 15 B 0.80 7 A 1.21 20 B Rte 122/Rte 140/Carroll Rd 1.78 181 F 1.22 41 D 1.98 223 F 1.37 70 E

UNSIGNALIZED3 Route 122/Bridge St 0.71 36 E 4.40 300 F 0.94 77 F 6.62 300 F Rte 122-140/Wheeler Rd 0.59 112 F 0.18 28 D 0.92 230 F 0.23 34 D Rte 122-140/Harris Rd/Snow Rd 2.15 300 F 4.39 300 F 4.13 300 F 8.06 300 F Route 122 SB Merge 0.10 11 B 0.34 21 C 0.12 12 B 0.50 31 D

1) V(volume)/C(capacity) is for worst lane group; C is maximum flow under prevailing conditions 2) Delay in seconds 3) Delay and LOS are for minor street approach TABLE 8

Intersection Level Of Service (LOS) Analysis Results: Projected 2014 "Do-Nothing"& Projected 2014 With Improvements

N E T W O R K 2014 Projected W/Improvements ROUTE 122-140 AM PM AM PM 1 2 1 2 1 2 1 2 INTERSECTION V/C Delay LOS V/C Delay LOS V/C Delay LOS V/C Delay LOS Comments

SIGNALIZED Route 140/Bridge St 1.05 26 C 0.99 36 D 0.97 20 B 0.99 36 D AM Signal Timing Route 122/Route 140 0.85 11 B 0.68 26 C 0.77 8 A 0.52 9 A Optimize Signal Operations Rte 122-140/Shopping Plaza 0.80 7 A 1.21 20 B 0.66 3 A 0.73 14 B Optimize Signal Operations Rte 122/Rte 140/Carroll Rd 1.98 223 F 1.37 70 E 1.14 65 E 1.37 70 E AM Signal Timing

UNSIGNALIZED3 Route 122/Bridge St 0.94 77 F 6.62 300 F ------Monitor Flows Rte 122-140/Wheeler Rd 0.92 230 F 0.23 34 D ------Warrants Not Met Rte 122-140/Harris Rd/Snow Rd 4.13 300 F 8.06 300 F ------Warrants Not Met Route 122 SB Merge 0.12 12 B 0.50 31 D ------Monitor Flows

1) V(volume)/C(capacity) is for worst lane group; C is maximum flow under prevailing conditions 2) Delay in seconds 3) Delay and LOS are for minor street approach TABLE 9

Intersection Level Of Service (LOS) Analysis Results: Quinsigamond Corner Operations Before & After the Implementation of Signalized Traffic Control

Existing Balanced Traffic Flow Network

Former "Stop" Sign New Control Signalized Control

AM PM AM PM ROUTE 122-140 1 2 1 2 1 2 1 2 INTERSECTION V/C Delay LOS V/C Delay LOS V/C Delay LOS V/C Delay LOS

Route 140/Bridge St 1.69 300 F 1.2 177 F 0.94 18 B 0.88 22 C Route 122/Route 140 2.06 300 F 3.4 300 F 0.77 9 A 0.61 24 C

1) V(volume)/C(capacity) is for worst lane group; C is maximum flow under prevailing conditions 2) Delay in seconds installation of the signal has improved operations to an average condition, a situation which will likely worsen under future year conditions. This is primarily due to the fact that only one approach lane is provided on Bridge Street, but is also due to the incontrovertible fact that the heavier traffic volumes utilizing Route 140 will likely continue to command a substantial amount of green time. Widening either Route 140 or Bridge Street at this particular location is not considered feasible when considering potential impacts to the Quinsigamond River. It appears that fine-tuning the operations of the recently installed signal could result in improved operating conditions. At the time this study was completed, the MassHighway District #3 office was planning to implement minor improvements at this study location as well as the adjacent Route 122/Route 140 intersection. This critical study intersection should continue to be monitored on a regular basis.

Route 122/Route 140

Prior to the recent implementation of signalized control, lengthy vehicle delays were commonplace on the Route 140 southbound approach to this study intersection. With the new signal, operating in conjunction with the signal at the adjacent Route 140/Bridge Street intersection, this study location presently operates at LOS “A” and LOS “C” during the morning and evening peak hour periods, respectively. This is a vast difference compared to the solid LOS “F” experienced prior to the traffic signal, when encountered vehicle delays on Route 140 southbound were interminable. Numerous negative effects occurred under the previously unsignalized conditions, such as the Bridge Street “shortcut” used to access Route 122 southbound as well as the frequent blockage of Bridge Street traffic attempting to turn onto Route 140 northbound. The advent of signalized control in the Quinsigamond Corner area appears to have alleviated many operational difficulties.

When considering projected future year 2014 conditions, operations are expected to be LOS “B” during the morning peak hour and LOS “C” during the evening peak hour. While no major improvements are suggested for this study location, it appears, based on operating conditions observed in the field, that signal timing modifications could potentially reduce overall vehicle delays, particularly during the morning peak flow period. At the time this study was completed, the MassHighway District #3 office was seeking to implement minor improvements at this study location as well as the adjacent Route 140/Bridge Street intersection. This critical study intersection should continue to be monitored on a regular basis.

Route 122-140/Wheeler Road

Vehicles attempting to enter Route 122-140 traffic flows incur significant delay on the Wheeler Road approach to this study intersection, particularly during the AM peak hour when operations indicate LOS “F”. Under projected 2014 conditions, these delays are anticipated to nearly double. However, the low volume of vehicles entering from the Wheeler Road approach is insufficient to warrant signalized control, under both existing and future year conditions. As other travel options are limited, vehicles using Wheeler

65 Road will need to continue to wait for adequate gaps in Route 122-140 traffic flows. As side street delays lengthen, driver patience may shorten. The pavement markings and traffic control signs should continue to be maintained at this study location.

Route 122-140/Harris Road/Snow Road

Similar to the operating conditions at the Wheeler Road intersection, lengthy peak hour delays are experienced on the minor approaches to this study intersection, Harris Road and Snow Road. The poor existing operational conditions are expected to worsen under projected 2014 conditions. As discussed below, the volume of vehicles using the minor street approaches to gain access to Route 122-140 is insufficient to warrant signalized control, under both existing and future year conditions. Side street vehicles will need to continue to wait for adequate gaps in Route 122-140 traffic flows.

Limited lines of sight as well as the narrowing Route 122-140 cross section in this area make turns further impact operations at this location. A “Right Turn Only” sign facing the Snow Road approach could be considered by the community. Such a regulatory sign could be used to discourage cut-through traffic at the inconvenience of local traffic. Locally generated volumes would need to detour in the northerly direction using East Street and other local roads.

Route 122-140/Shopping Plaza Drive

Under existing conditions, this study intersection is operating very well, LOS “A” in the AM, and LOS “B” in the PM. This is due to moderate shopping center-generated traffic volumes as well as sufficient intersection turning lane capacity. Future projected 2014 operational conditions are not expected to deteriorate. In fact, it appears that some fine- tuning of the signal timing could potentially result in delay reduction. No other improvements are suggested at this study location.

Route 122/Route 140/Carroll Road

Currently experiencing LOS “F” in the AM peak hour, operating conditions could be improved somewhat at this study location by providing more green time to both the Carroll Road and Route 122 northbound approaches. This suggested signal timing adjustment, however, might only improve overall intersection delay under the existing case to a LOS “E”. Under projected future year conditions, operations are anticipated to worsen. Although sufficient lane capacity exists, an improved lane drop situation on Route 122-140 following the dual left turns from Route 122 northbound could possibly improve traffic flow in the vicinity of this intersection.

2. Roadway Focus Segments

In order to assess the operations of the various sections of Route 122-140 between the critical study intersections, a roadway segment Level-of-Service (LOS) analysis was conducted as part of this study effort. Established procedures for this type of capacity

66 analysis are detailed in the Highway Capacity Manual and corresponding software is used to assess the operations of rural and suburban multilane highways. In the analysis procedure, free-flow roadway segment travel conditions are adjusted based on prevailing roadway geometry, traffic volumes and vehicle mix. Resulting free-flow speeds and vehicle densities (cars per mile per lane) indicate the LOS that applies to a particular roadway segment. Although speed is a major factor, freedom to maneuver and proximity to other vehicles affect the quality and safety of highway travel.

As summarized in Table 10, roadway segment LOS results under existing conditions are generally not acceptable, primarily calculated at LOS “D”/“E”/“F” throughout the length of the concurrent segment of Route 122-140, from Bridge Street to Carroll Road. The only exception was the brief four-lane cross section of Route 122-140 between Snow Road and the signalized Shopping Plaza Drive, which currently operates at a LOS “B” due to the relief provided by the additional roadway capacity. The remainder of the roadway does function above theoretical capacity, with operations deteriorating on the two-lane segments contiguous to the four-lane cross section. Conflicting turning maneuvers and lane drop areas, most noticeably on Route 122-140 northbound just north of the Carroll Road intersection, often contribute adversely to roadway segment operations. Under future year 2014 conditions, about half of the Route 122-140 roadway segments considered in this analysis are projected to degenerate one level of service, due solely to anticipated increases in traffic volumes. By the 2014 benchmark year, it appears that LOS “F” will be experienced in the morning peak hour for both directions of travel in the existing four-lane area. During the evening peak hour, the section of Route 122- 140 between the Shopping Plaza Drive and the Carroll Road intersection is also anticipated to operate at LOS “F”. Elsewhere, the remaining segments of Route 122-140 are projected to operate solidly in the LOS “D”/”E” range.

The table also shows the potential effects of implementing a consistent four-lane cross- section from Snow Road to Carroll Road. It can be realized that those roadway segments that currently operate in the LOS “D”/“E”/“F” range generally improve to the LOS “A”/”B” range, a much more acceptable situation for this section of Route 122-140. Addressing local concerns, an improvement option that would require less widening and have less impact that was also considered would be the implementation of a shared center Two Way Left Turn Lane (TWLTL) between the Shopping Plaza Drive and the Carroll Road intersection. However, based on a review of the Draft study document, the MassHighway District #3 office has indicated that the daily traffic volumes utilizing the common section of Route 122-140, under both current and projected conditions, exceed the theoretical capacity for such a roadway cross-section and, as such, do not recommend considering this alternative.

67 TABLE 10

Roadway Segment Level-Of-Service (LOS) Analysis Results: Existing Conditions & Projected 2014 Conditions

Projected 2014 Conditions # of Existing Conditions Segment 2014 Conditions W/Improvements* ROUTE 122/140 SEGMENTS Existing Length Lanes AM PM AM PM AM PM

Route 122: Airport Rd to Bridge St 0.21 2 DEEE - -

Route 140: Route 30 to Bridge St 0.20 2 DEEE - -

Bridge St: Route 122 to Route 140 0.16 2 CDCD - -

Route 122: Bridge St to Route 122/140 0.18 2 DDDD - -

Route 140: Bridge St to Route 122/140 0.10 2 D C DC - -

Route 122-140: Routes 122-140 to Wheeler Rd 0.56 2 E E FE - -

Route 122-140: Wheeler Rd to Snow Rd/Harris Rd 0.23 2 E E FE - -

Route 122-140: Snow Rd/Harris Rd to Plaza Dr (NB/SB) 0.05 4 B/A B/B C/A B/B - -

Route 122-140: Plaza Dr to Rte 122/Rte 140/Carroll Rd (NB/SB) 0.55 2 E E FFC/A B/B

Route 122: Route 140/Carroll Rd to Brigham Hill Rd (NB/SB) 0.36 2 D D DEB/A A/B

Route 140: Route 122/Carroll Rd to Kessell St (NB/SB) 0.27 2 D D D D A/A A/A

Analysis completed using Highway Capacity Software 2000 release 4.1d.

*Implementation of 4-Lane Roadway Cross-section E. Signal Warrants Analysis

Due to observed side street delays as well as the need to be proactive concerning roadway safety, two critical study intersections, Route 122-140/Wheeler Road and Route 122- 140/Harris Road/Snow Road, were reviewed with respect to their eligibility for the installation of signalized traffic control under both existing 2004 and projected future 2014 conditions. The 24-hour ATR traffic volume counts collected on each intersection approach were applied to the signal warrants criteria set forth in the Millennium Edition of the Manual on Uniform Traffic Control Devices (MUTCD). Staff also maintains the Warrants/TEAPAC Version 2.01 traffic signal warrants evaluation software. The software provides an analysis of each warrant for signalized control included in the MUTCD. Additionally, should the two critical intersections meet the warrants for signalization, a LOS analysis would be conducted to determine potential operational characteristics under signalized control. The results of the warrants analysis are shown in Table 11.

As can be seen in the table, under existing conditions both study intersections fail to meet the criteria under “Warrant 1(A), Minimum Vehicular Volume” or “Warrant 1(B), Interruption of Continuous Traffic”. Further, both intersections do not even meet a reduced version of Warrant 1(A), which, by definition, demonstrates an acceptable level of traffic for signalization on major roads with a posted speed limit greater than 40 mph.

Future conditions on these local roads intersecting Route 122-140 could perhaps generate the traffic volume levels needed for the consideration of signalized traffic control. However, a rather substantial increase in traffic on the minor approaches of the Wheeler Road and Harris Road/Snow Road intersections would be necessary in order to meet the established volume thresholds required to warrant signal. Typical background growth in the greater area is approximately 1.1% a year, or nearly 11.6% for the next decade. Even under this projected rate of growth, it appears unlikely that traffic signals will be warranted at either location under 2014 conditions. Further, town officials have indicated that traffic growth in the Wheeler Road neighborhood may be limited by the presence of large parcels of conservation land where land development is prohibited. If unanticipated development results in a situation that increases traffic volumes on these local streets in a substantial manner, eventual satisfaction of the required thresholds could possibly be achieved.

As the two study intersections did not meet the warrants for signalization, no attempt was made to determine potential operating conditions with the implementation of signalized control. It is recommended that these critical study intersections continue to be monitored on a regular basis.

69 TABLE 11

Traffic Signal Warrants Analysis Results: Route 122-140 Intersections with Two Local Roads

ROUTE 122-140 MUTCD1 MUTCD MUTCD INTERSECTION Warrant 1 - (A) Warrant 1 - (A)* Warrant 1 - (B)

Harris Road/ Does not meetDoes not meet Does not meet Snow Road

Wheeler Road Does not meet Does not meet Does not meet

(1) The MUTCD (Manual on Uniform Traffic Control Devices) contains standards for traffic control devices that regulate, warn, and guide road users in all 50 states. Signalization warrants describe situations where signal controls are justified.

Warrant 1 - (A) : The strongest standard for signalization. Meeting this require- ment is usually sufficient to qualify for regulatory approval.

Warrant 1 - (A)*: This warrant is a reduced version of the previous measure. It typically demonstrates an acceptable level of traffic to signal- ize a major road with a posted speed greater than 40 mph or a rural town center.

Warrant 1 - (B) : This is a weaker demonstration of intersection congestion. The warrant focuses on the effects of long waiting times on the secondary approach(es) and is typically not as strong an indicator as the first two. F. SUGGESTED RECOMMENDATIONS

1. Highway Improvement Options

Based on the results of the LOS analyses conducted at the critical intersections within the Route 122-140 study area, as well as the travel speed/delay and vehicle crash history data, a series of improvement options have been suggested for the town of Grafton’s consideration in order to improve both existing and projected future year operating conditions. Many of the highway improvement options available for the town’s consideration are shown in Figure 26. Federal-aid eligible improvement projects recommended along Route 122-140 in Grafton will need to be approved by MassHighway’s Project Review Committee (PRC) for inclusion in the region’s Transportation Improvement Program (TIP) project listing. The TIP’s required Transportation Evaluation Criteria (TEC) project screening will be readily compiled due to the information contained in this traffic study.

• Review field observed signal timing and phasing as well as resulting LOS analysis findings at the recently signalized intersections in the Quinsigamond Corner area in order to verify efficient operations. This is especially important to monitor with new signals operating under provisional timing and phasing.

• Improve the Route 122-140 northbound lane drop zone north of the Route 122/Route 140/Carroll Road intersection through improved pavement markings and signage. Geometric improvements, including limited roadway widening, could also be considered by the town.

• Remove the “Stop” sign from the Route 122 northbound approach to the Route 122/Route 140/Carroll Road intersection. This sign, likely from before the installation of signalized control, can be replaced with a “Stop Here On Red” regulatory sign installed adjacent to the stop line.

• Conduct another travel time and delay study along Route 122-140 under the agency’s ongoing Congestion Management System (CMS) work task. This will allow for a “before and after” comparison of the effects of the recently signalized intersections in the Quinsigamond Corner area. Such a study could be conducted after the signals have been in operation for approximately a one-year period.

• Monitor study intersection traffic flows at both the Route 122-140/Wheeler Road and Route 122-140/Harris Road/Snow Road intersections to determine if the warrants for signalized control are eventually met in future years.

• Continue to monitor pavement distress along the roadways included in the Route 122-140 study area. Working with MassHighway District #3, consider a pavement reclamation project.

71

• Where feasible, consider the consolidation of curb cuts. The continuing utilization of access management techniques is suggested in order to assure well- designed site drives along Route 122-140.

• In the future, it may become necessary to restrict left hand turning movements at various locations along Route 122-140.

• Maintain traffic control signs and pavement markings at Wheeler Road.

• Monitor traffic signal operations at the Shopping Plaza Drive and the Route 122/Route 140/Carroll Road intersection.

• Continue to maintain all traffic control signals, signs and pavement markings throughout the study area. Selectively cut back any vegetation that encroaches on any traffic control devices, including signal equipment and signs.

• Continue routine maintenance of culverts under Route 122-140.

• Consider a coordinated landscaping/streetscape effort, especially along the commercial segment of Route 122-140 between the Harris Road/Snow Road intersection and the Carroll Road intersection at Lake Ripple.

• Consider the construction of a contiguous sidewalk along at least one side of Route 122-140. Further, consider some type of pedestrian screening at MassPike (I-90) overpass.

• While preserving the existing two-lane roadway cross-section through the mainly residential area between Quinsigamond Corner and the Harris Road/Snow Road intersection, the town could consider limited roadway widening between the Harris Road/Snow Road intersection southerly to the Route 122/Route 140/Carroll Road intersection to accommodate traffic flows and better serve adjacent commercial land uses. Roadway widening to accommodate a 4-lane cross-section option, if acceptable to the community, would improve operations from the LOS “D-E-F” range to LOS “A-B-C” range. With this option, the lane drop will still exist at the Harris Road/Snow Road intersection.

(Although a 3-lane cross-section option with a center Two Way Left Turn Lane [TWLTL] was analyzed, MassHighway has commented that current and projected daily traffic volumes along the common section of Route 122-140 exceed the theoretical capacity for such an alternative. Nevertheless, a brief summary of the advantages and disadvantages of such a roadway design is provided in the following text.)

73 2. Two Way Left Turn Lane (TWLTL) Criteria

Following a review of the Draft study document, the MassHighway District #3 office indicated that both existing (and projected) Route 122-140 daily traffic volumes exceed the theoretical capacity of a three-lane roadway cross-section that includes a shared Two Way Left Turn Lane. The District #3 office, therefore, does not recommend this improvement option. This text is simply provided for reference purposes.

As indicated in the Transportation Research Board’s Access Management Manual, a Two Way Left Turn Lane (TWLTL) may be appropriate for the following roadways:

• Roadways in urban and suburban areas with a projected average daily traffic (ADT) of less than 24,000 vehicles per day

• Collector streets in developing residential areas where residences front on local streets that intersect with the collector street

• Collector streets in developing suburban areas were direct access is to be provided to small abutting properties

• Collector streets in developed urban and suburban areas where there is no crash pattern that is correctable by a raised median

Further, according to the Access Management Manual, continuous TWLTLs have been widely used to improve traffic flow on two-lane and four-lane undivided roadways, as well as some six-lane undivided roadways. Their application has been especially widespread on roadways in suburban areas with frequent “access connections” or site drives. A TWLTL offers the following benefits:

• Roadways with a TWLTL are generally safer than undivided roadways, with average crash rates that are about 35% lower than those of undivided roadways [citing an ITE reference]

• A TWLTL increases capacity compared with undivided roadways

• A TWLTL reduces delay compared with undivided roadways

However, TWLTLs do not provide the safety benefits of non-traversable medians. Another problem with TWLTLs is the potential for overlapping left-turn movements. This issue can be addressed through careful attention to access location during site planning and permitting. A third problem is that TWLTLs accommodate, rather than discourage, strip development of major roadways. Accordingly, the use of a TWLTL on newly developing corridors is often accompanied by commercial strip development with frequent access points.

74 Another set of problems relates to the impact of TWLTLs on pedestrians. Unlike non- traversable medians, TWLTLs do not provide a refuge area for pedestrians crossing roadways. This results in a higher vehicular-pedestrian crash experience than with raised medians. The TWLTL also necessitates long pedestrian clearance intervals at signalized intersections that include a pedestrian phase.

3. Potential Grafton & Upton Railroad “Rail Trail”

Figure 27 shows the Grafton & Upton Railroad (G&U RR) line in relation to the Route 122-140 study roadway segment. Use of the G&U RR right-of-way was previously suggested as a potential rail-trail candidate, but much would need to happen to make this suggestion a reality. The text provided below, taken directly from a subregional trails feasibility effort previously completed by CMRPC, provides further details concerning the potential use of the G&U RR as a rail-trail facility:

The G&U RR is an inactive 17-mile long railroad corridor linking the communities of Grafton, Upton, Hopedale and Milford. CMRPC investigated this potential trail as part of its initial trail planning effort for its Northeast Subregion in 1999. CMRPC staff questioned whether this particular trail would benefit from yet another field investigation. The true location of the rail line is already known, as are the trail conditions and the present entity that controls the corridor.

The land comprising the railroad right-of-way is presently under the control of the G&U RR Company, a Massachusetts corporation headquartered in Hopedale, Massachusetts. Although the precise ownership structure of the corridor has not yet been ascertained, CMRPC understands from attorneys knowledgeable about railroad rights-of-way that railroad corridors are generally owned in fee simple, owned as easements over land owned by others, or are a combination of fee simple sections and easement sections. The only way to find out the exact extent of fee simple ownership versus land under easement would be to research all of the property deeds along the railroad right-of-way and, to date, no one has undertaken this research.

Any land that is under an easement agreement would not revert back to the underlying property owners until the Railroad actually terminates the easement agreements. However, prior to any easement termination, G&U RR would first need to file a “petition for abandonment” with the U.S. Surface Transportation Board (STB) of its common carrier obligation to provide rail freight transportation service. Currently, the G&U RR is obliged to provide common carrier service along its entire line and the petition for abandonment would relieve the Railroad from this obligation. As of this date, the G&U RR has not filed a petition for abandonment with the STB and thus no argument can be made that the railroad company has abandoned any easements that may comprise the corridor.

Consequently, the G&U RR corridor remains as a single, unified corridor stretching from Grafton through Upton, Hopedale and into Milford. However, as the G&U RR could file such a petition to abandon their common carrier obligation to provide rail

75 freight service at any time, and as such a move would be a necessary first step to the subsequent disassembly of the unified corridor, it would be wise for the communities along the rail line (Grafton, Upton, Hopedale and Milford) to develop a common strategy for securing the right-of-way prior to the filing of any such rail freight service abandonment.

Thus, it is recommended that the elected officials from the four communities meet together to discuss a common strategy for securing and preserving the railroad right-of- way as a single, unified corridor. The Rails-to-Trails Conservancy, a national trail advocacy group, can provide technical assistance on this matter. Local officials should also involve the Railroad Unit of the Executive Office of Transportation (EOT) in the discussion of a common strategy for securing and preserving the railroad right-of-way as the Commonwealth of Massachusetts has a statutory first right of refusal to acquire any property formerly used as a railroad right-of-way.

77 G. GRAFTON BOARD OF SELECTMEN MEETING

Meeting Date: September 20, 2005

These studies are always brought before a community’s Board of Selectmen, emulating MassHighway’s custom of dealing with a community’s chief elected officials. After taking study findings before the Board, a public outreach mechanism appropriate to the community is formulated under the Board’s advisement. This procedure was successfully followed with studies completed in the towns of West Boylston, Northborough and, most recently, Shrewsbury.

1. Comments & Questions

Grafton Board of Selectmen:

• The Board requested that copies of the “Working Draft” Route 122-140 Traffic Study be made available to the public at the town library. The Board also requested that a copy of the document be provided to Grafton Economic Development Committee (EDC).

Staff will make copies of the study available at both the public library and the town planner’s office. Further, staff indicated that the “Working Draft” document will also be posted on the CMRPC website.

• The Board requested that a “key” be included in the study showing the relative relationship of the “report card” grades assigned through the Level-of-Service (LOS) analysis for both intersections and roadway segments.

As requested, such a key will be added to the report document.

• Sidewalks, either new or improved, along Route 122-140 presented as a potential improvement for the town’s consideration were discussed, namely the potential responsibilities of both the town and MassHighway.

Should the town pursue highway improvements on Route 122-140, it is likely that MassHighway may ask the town to acquire any necessary land or easements.

• The Board chairman made a statement essentially indicating that traffic conditions are likely to be worse 30 years in the future, so its good to start thinking about doing something now.

Staff agreed, as the common section of Route 122-140 is a strategic roadway segment serving not only Grafton but the surrounding communities as well, particularly in the Blackstone Valley. Typically, traffic studies of this nature examine a benchmark 10 years into the future.

78 Robert Hassinger, Grafton Planning Board & CMRPC Transportation Planning Committee Chairman:

• Mr. Hassinger asked what is the available right-of-way along the common section of Route 122-140? Further, if limited land takings are necessary to widen the roadway, who would be responsible?

Referring to the “Working Draft” study, staff indicated that: According to Roadway Inventory File (RIF) data maintained by Office of Transportation Planning, the layout of Route 122-140 appears to provide a 54’ right-of-way throughout much of the study area, narrowing in some northern segments to as little as 40’. Secondly, MassHighway typically asks the host community to acquire necessary right-of-way.

• Mr. Hassinger indicated that it would be appropriate to request that staff from the MassHighway District #3 office be in attendance at a future public meeting. Adequate notice should be provided to the general public so that they are given a reasonable opportunity to attend.

Working with the town planner, and well as seeking guidance from CMRPC member Bob Hassinger, the staff will begin preparations to hold a public meeting to explain the study findings and seek community input for consideration by the Board of Selectmen. Numerous town officials will be invited to attend the meeting as well as those residents and business owners that abut Route 122-140.

• Lastly, Mr. Hassinger asked if the town would need to fund the design costs of any improvement option selected by the community?

Staff indicated that MassHighway typically asks a community seeking improvements on a federal-aid eligible highway to fund the design and environmental work as well as acquire any necessary right-of-way.

2. Follow-Up Activities

In addition to asking staff to further address various aspects of the report document, the Board was unanimous in requesting further public outreach to the town’s citizens, particularly the abutters, seeking feedback concerning the study’s recommended improvement options.

Other comments on the Draft study addressed by staff included:

• As requested by Grafton delegate to the Commission, Robert Hassinger, staff compiled an Executive Summary to be placed at the beginning of the report document. The text of the Executive Summary lists suggested maintenance and monitoring activities as well as both short and long-term improvement options for the town’s consideration.

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• As requested by the Selectmen, a table summarizing “Basic Level-of-Service Criteria for Intersections & Highway Segments” is included on the next page.

• The Draft study was posted on the CMRPC website along with a notice inviting interested parties to attend a public meeting to discuss the traffic study findings.

• Copies of the study were made available at the main public library and the planner’s office in the town hall.

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H. GRAFTON PUBLIC MEETING

Meeting Date: November 17, 2005

1. Attendance

NAME ADDRESS

Mike Apple 375 Providence Road Lon Boursma 4 Deerfield Court Norm Chalysk 78 Worcester Street Donald Clark 34 North Street Charlotte Eckler 22 Church Street Stanley H. Fleming 34 Brigham Hill Road Lee Gaudette 68 Worcester Street (Gaudette Insurance) M. Gegen 86 Worcester Street Frank Groccia 4 Janet Circle Roger Hammond 30 Providence Road Bob Hassinger 48 George Hill Road Marcia Holland 34 Brigham Hill Road Don Houde 121 Worcester Street Marguerite Houde 121 Worcester Street Andy Kavanaugh 12 Second Street Donald Milosz 160 Worcester Street Jim Partlow 18 Alana Drive Lt. Wayne Tripp Grafton Police Department Rich Rydant CMRPC Staff Bill Moisuk CMRPC Staff

• Meeting attendance included citizens, local business owners and various town officials.

• The meeting was videotaped for subsequent broadcast to the community over the local cable station.

2. Comments & Questions

What is the likelihood of a continuous sidewalk along the road?

This improvement option to better accommodate pedestrians and bicyclists should be discussed with MassHighway as part of any project they potentially undertake; however, often MassHighway will not address any standalone sidewalk work. The town would be responsible for the repair of existing sidewalks.

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Is diverting traffic part of the scope of the study? Brigham Hill Road could be an alternative to Route 122 southbound.

The use of local Brigham Hill Road would likely not be encouraged. The concept has been suggested before in Northborough, where signing and a number of major alternative routes exists, but generally these type of studies focus on improving traffic flow on existing roadways. The road in question would need to be significantly improved as well. As it is a town road, it is not eligible for federal-aid funding.

The TWLTL idea seems that it would not help very much [for the effort involved].

If left turns are ever restricted [onto Route 122-140] please concurrently consider the addition of a turnaround type structure/design at [each] end of the common section. Commenter believes these actions together would benefit traffic flow/congestion more than a potential 4-lane cross section.

Bob Hassinger: Didn’t Holden consider a bypass once?

In the late 1980’s, an alternate roadway bypassing Holden center and connecting to I-190 was briefly discussed. Note that in today’s “Fix-It-First” policy environment, new roadways and other major capacity additions are unlikely to move forward.

Abutter at 160 Worcester Street: The new [green] right turn arrows where Route 140 northbound splits from Route 122 northbound allows traffic to flow well, but yet so freely and constantly that he cannot get out of his driveway in the AM peak. Also, the signals at the Route 30/Route 140 intersection need to be reexamined, as many times traffic backs up all the way to Bridge Street and the funeral home, spoiling the improvements that have been made in the (Quinsigamond Corner) area.

The Bridge Street intersection with Route 140 is too constricted and narrow. Many trucks cannot negotiate it, and go past to the next left turn or get stuck trying to make the turning movement. Property has been damaged and congestion is worsened.

Pedestrian crossing in the Quinsigamond Corner area often has to be done in two stages.

Bob Hassinger: Did the study look at the bridge just north of Quinsigamond Corner? The width may be restricting traffic somewhat.

No. However, the study does discuss the bridge near Route 122-140 intersection with Wheeler Road, near the concrete mixing plant.

Don Clark: Will any significant amount of traffic be diverted from the area when the new Centech Boulevard between Grafton and Shrewsbury is completed and opened?

From the study CMRPC previously completed on Route 20 through in Shrewsbury, it does appear that a certain volume of traffic will use Route 20 to continue east/west to new Centech Boulevard to travel north/south as an alternate to Route 140. However, any

83 difference to the Route 122-140 study area will probably be limited. Commuting to the developing Centech Park is somewhat limited at this time as well as the fact that current commuters often use Route 30 (Westborough Road). (The new road may help keep traffic increases arising from new commercial development from coming to the study area, but the new commercial development wouldn’t have happened without the new road.)

If there is any widening, where will it be?

The area south of the Snow Road/Harris Road intersection all the way to the Carroll Road intersection would be the focus. Any improvement proposals would need to be drawn out conceptually in advance and shown to the community for comment.

Would a footbridge or other safer pedestrian passageway be possible parallel to the Route 122-140 bridge near the Wheeler Road intersection?

Similar things have been done, such as hanging a side structure off the bridge away from traffic when the existing roadway path is already too narrow. This type of improvement would likely be the responsibility of the town.

Bridge Street northbound is backing up in the AM. High Street, which runs parallel just west of Route 140, is becoming the new heavy shortcut in town so as to avoid the traffic signal at the Route 140/Route 30 intersection. Bridge Street backs up in the PM too, all the way to Route 122.

Little can usually be done to stop traffic from using the side road. The city of Worcester has some locally posted peak hour turn prohibition signs, and that type of treatment could be considered here-but any restrictions would affect local residents as well. Some towns use “courtesy for side traffic” signs to try to discourage aggressive and rude driving behavior.

Many welcome the new green arrow at the divergence of Route 140 northbound, but why does it have to always be shown concurrent with a red light beacon?

This configuration is often used when a full red occurs during one or more phases of the traffic signal cycle. This issue would need to be discussed further with staff from the MassHighway District #3 office.

Comment: Road widening on Route 140 between Bridge Street and Route 30 might be needed as well. PM southbound traffic backs up to Shrewsbury Street; an additional lane with a right turn onto Bridge Street, or better facilitating right turns in some other way, would help prevent this.

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3. Public Outreach Preparations

The following pages provide summary materials from the public outreach effort used for the Route 122-140 traffic study:

Public Meeting Invitation

A public meeting invitation, including a map of the Route 122-140 study area, was compiled and distributed to numerous town and state officials as well as all property owners abutting the roadway.

Letter to Abutters

As per the Board of Selectmen, a special note was sent to all abutters along Route 122-140 emphasizing the opportunity to comment on the study findings, as they would be the parties primarily impacted by the implementation of any suggested improvement options.

Correspondence to Robert Hassinger, Grafton Planning Board

Working with the town planner, CMRPC established a plan for public outreach. A meeting date at the town hall was established along with the presentation format. A long-time proponent of the need for a Route 122-140 traffic study, Mr. Hassinger’s comments and suggestions improved the public outreach aspects of this effort.

Public Meeting Agenda & PowerPoint Presentation

Included for the record is the PowerPoint presentation used at the November 17, 2005 public meeting.

Meeting Sign-in Sheet

Included is a copy of the original sign-in sheet from the November 17, 2005 public meeting.

Submitted Written Correspondence

Included for the record is written correspondence submitted to staff by Route 122-140 abutter Fleming’s Garage as well as the MassHighway District #3 office.

Telephone Discussions

Included for the record are a listing of telephone conversations with various interested parties concerning the Route 122-140 traffic study.

85 Central Massachusetts Regional Planning Commission (CMRPC)

PUBLIC MEETING NOTICE: ROUTE 122-140 TRAFFIC STUDY

Interested in attending a presentation about a traffic study conducted on the joint section of Route 122-140 in Grafton?

Want an opportunity to ask questions and comment on the study findings?

If so, you are invited to attend a public meeting to be held on Thursday, November 17th at 7:00 PM in conference room “A” of the Grafton Town Hall. The transportation staff of the Central Massachusetts Regional Planning Commission (CMRPC) will be present to discuss the scope of the Route 122-140 traffic study, the relevant findings, as well as a number of suggested improvement options for the Town’s consideration.

The joint section of Route 122-140 from Quinsigamond Corner in North Grafton to the Carroll Road intersection at Lake Ripple was the focus of this traffic study, shown on the attached map. The study reviewed current travel conditions along this section of state highway and also examined projected conditions over the next decade. Suggested improvements include refined traffic signal operations, limited roadway widening and sidewalk upgrades.

Grafton town officials, affected residents and business owners are all strongly encouraged to attend. Public comment on the Route 122-140 traffic study can be submitted either at the meeting or in writing to the CMRPC staff. In turn, the Grafton Board of Selectmen will consider the input generated through the public outreach process.

Prior to the meeting, review the traffic study in advance at www.cmrpc.org or simply drop by the Grafton Public Library or the planner’s office in the Town Hall to obtain a copy!

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[Special thanks to the Grafton Assessor’s office for providing address labels for all property owners abutting the Route 122-140 study segment.]

November 2, 2005

Hello!

As requested by the Grafton Board of Selectmen, you have received this mailing because you own property that abuts the joint section of Route 122- 140 in the town of Grafton. A traffic study was recently conducted on this section of state highway by the transportation staff of the Central Massachusetts Regional Planning Commission (CMRPC).

We’re holding a public meeting to present the study scope and suggested improvement options for community consideration, as well as to answer questions and accept comment brought forth by town officials, residents and business owners. The Selectmen are eager to hear what you have to say! We hope you can attend the upcoming meeting.

Feel free to contact Rich Rydant, Principal Planner, with any questions or comments at 508-756-7717 or [email protected].

Thank You for Your Consideration,

CMRPC Staff

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Correspondence to Robert Hassinger, Grafton Planning Board

Dear Bob-

Wayne Nicholas has reviewed the busy Grafton town calendar and suggested the evening of Thursday, November 17th to hold the public meeting for the Rte 122-140 traffic study. It would be held in “conference room A” and Wayne will reserve both adjoining rooms. In this way, there will be plenty of seats and the local cable will at least be able to record the meeting. We plan on publicizing the meeting well ahead of time in the Grafton News, on the local cable and will also conduct an invitation mailing to both local officials and all property owners abutting the roadway (Wayne will provide the mailing labels and CMRPC staff will mail out the invites).

FYI, the meeting notices will include such language as “Interested in attending a presentation about a traffic study conducted on the common section of Route 122-140 in Grafton?” and “Want an opportunity to ask questions and comment on the study findings?”

In the mean time, staff plans to:

1. Prepare a PowerPoint presentation with an accompanying meeting handout, inclusive of an “Executive Summary”

2. Prepare a PDF of the study for posting on the CMRPC website (nearly complete)

3. As suggested by the Selectmen, copies of the study will be made available to the general public at the local library and town planner’s office. [Ten (10) copies, already produced, will initially be provided to library staff.]

Staff welcomes any comments or suggestions you may have.

Thank You,

Rich Rydant Principal Transportation Planner Central Mass. Regional Planning Commission

89 Preliminary Route 122-140 Traffic Study

Rich Rydant CMRPC Principal Transportation Planner

Preliminary Route 122-140 Traffic Study

„ “Working Draft” completed: August 2005 „ Board of Selectmen Overview: September 20, 2005 „ Public Meeting: November 17, 2005 „ Public Comment: Due to CMRPC by Dec. 1, 2005

1 Blackstone Valley Corridor Planning Study

„ Study completed by CMRPC: September 2003 „ Analyzed and identified transportation “alternatives” „ Citizens Advisory Committee & Public Comment „ Recommended a separate and focused traffic study on the joint section of Route 122-140

Commercial Section of Route 122-140

„ All turning movements difficult, particularly left turns „ Difficult to enter Route 122-140 from Snow Road „ Instances of aggressive and potentially hazardous driving „ Consider coordination of traffic signals

2 TRAFFIC STUDY SCOPE

A. INTRODUCTION „ Project Description „ Route 122-140 Focus Segment B. EXISTING CONDITIONS „ Physical Inventory „ Critical Study Intersections „ Traffic Volumes „ Travel Speeds „ Vehicle Crash History „ Curb Cut Inventory

3 TRAFFIC STUDY SCOPE

C. PROJECTED FUTURE YEAR CONDITIONS: 2014 „ Traffic Growth Projections D. LEVEL OF SERVICE ANALYSIS „ Critical Study Intersections „ Roadway Focus Segments E. SIGNAL WARRANTS ANALYSIS

TRAFFIC STUDY SCOPE

F. SUGGESTED RECOMMENDATIONS „ Highway Improvement Options „ Two Way Left Turn Lane (TWLTL) Criteria „ Potential Grafton & Upton Railroad “Rail Trail” G. GRAFTON PUBLIC MEETING H. TECHNICAL APPENDIX (Stand Alone Document)

4 Daily Traffic Volumes

„ Route 122-140: „ Range from about 21,000 to 25,000 vpd „ Route 122 contributes about 2/3 while Route 140 contributes about 1/3 „ Local Roads: „ Bridge Street: ~7,000 vpd „ Snow Road: ~1,700 vpd „ Carroll Road: ~2,100 vpd

5 Critical Intersections

„ Route 122/Bridge Street „ Route 140/Bridge Street „ Route 122/Route 140 „ Route 122-140/Wheeler Road „ Route 122-140/Harris Road/Snow Road „ Route 122-140/Shopping Plaza Drive „ Route 122/Route 140/Carroll Road <>

Travel Speeds

„ Travel Time & Delay Studies conducted in 2000 and 2004 „ Peak period travel speeds observed to drop ~3 to 5 mph „ Lengthy delays reduced on Route 140 southbound with installation of Quinsigamond Corner traffic signals

6 Crash Diagram Example

Roadway Segment Vehicle Crashes

„ Researched through Grafton Police Department „ 2001, 2002, 2003 „ Total of 32 reported vehicle crashes, or about 10/year „ 9 of the 32 crashes resulted in personal injury „ The most frequent crash types were rear end and cross movement „ 26 of the total 32 reported crashes were south of Wheeler Road along the commercial section of Route 122-140

7 Projected Growth

„ 2014 future year scenario „ Derived utilizing CMRPC’s in-house regional Travel Demand Forecast Model „ The model considers projected growth in the overall area, beyond Grafton’s borders, in an aggregate, or “broad-brush”, manner „ Annual growth factor of 1.1% per year applied for the 10-year period between 2004 and 2014, resulting in nearly a 12% projected increase

LOS Analysis Results

Study Existing 2014 Projected W/Improvements Intersection AM PM AM PM AM PM

Route 140/Bridge St B C C D B D

Route 122/Route 140 A C B C A A

Rte 122-140/Shopping A B A B A B Plaza

Route 122/Route F D F E E E 140/Carroll Road

8 Improvement Options for Route 122-140

„ Suggested for the Town’s consideration „ Address both existing and projected conditions „ Federal-aid eligible & MassHighway maintained „ Region’s Transportation Improvement Program (TIP) project listing „ Design, Right-of-Way, and environmental work responsibility of town „ Local street improvements responsibility of town

MAINTENANCE

„ Traffic control signals, signs and pavement markings „ Selectively cut back vegetation „ Culverts under Route 122-140 „ Local unsignalized intersections with Wheeler Road and Snow Road/Harris Road

9 MONITORING

„ New traffic signals in the Quinsigamond Corner area „ Traffic flows at local residential streets Wheeler Road and Snow Road/Harris Road, assessing the requirements for signalized control „ Commercial area traffic signals at the Shopping Plaza Drive and the Route 122/Route 140/Carroll Road intersection

MONITORING

„ Conduct Travel Time & Delay Studies under CMRPC’s ongoing Congestion Management System (CMS) activities „ Pavement distress - working with MassHighway District #3, consider a pavement reclamation project when deemed necessary

10 Short Term Improvements

„ Remove the “Stop” sign from Route 122 northbound at the Route 122/Route 140/Carroll Road intersection-replace with a “Stop Here On Red” regulatory sign „ Improve the Route 122-140 northbound lane drop zone north of Carroll Road through improved pavement markings and signage. Geometric improvements could include limited roadway widening „ Consider the consolidation of curb cuts

Longer Term Improvements

„ In the future, it may become prudent to restrict left hand turning movements at various locations „ Preserve the existing 2-lane roadway cross- section through the largely residential area between Quinsigamond Corner and the Harris Road/Snow Road intersection

11 Longer Term Improvements

„ Consider limited roadway widening through the commercial segment between the Harris Road/Snow Road intersection to the Route 122/Route 140/Carroll Road intersection ¾ 3-lane cross-section option includes a shared center Two Way Left Turn Lane (TWLTL) - existing lane drops will still exist ¾ 4-lane cross-section option improves operations from LOS “D-E-F” range to LOS “A- B-C” range - lane drop will still exist at Snow Rd/Harris Rd

Longer Term Improvements

„ Contiguous sidewalk along at least one side of Route 122-140. Consider some type of pedestrian screening at MassPike (I-90) overpass „ Consider a coordinated landscaping/ streetscape effort, especially along the commercial segment between the Harris Road/Snow Road intersection and the Carroll Road intersection at Lake Ripple.

12 Thank You!

The Grafton Board of Selectmen and the staff of the Central Massachusetts Regional Planning Commission Truly Appreciate Your Participation!

Please Forward Any Comments or Questions to: CMRPC 35 Harvard Street, 2nd Floor Worcester, Massachusetts 01609-2801 Attention: Rich Rydant Voice: 508-756-7717x12 Fax: 508-792-6818 E-mail: [email protected]

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Submitted Written Correspondence

• Fleming’s Garage, 101 Worcester Street, sent a detailed letter to the CMRPC staff. Stanley H. Fleming, Jr. signed the letter, specifically asking that he (and other business owners along Route 122-140) be given “consideration in future plans” for the roadway.

• MassHighway District #3 forwarded written correspondence to the CMRPC staff via e-mail. Their comments focused on three major areas: 1) the District’s ongoing efforts to monitor and refine the operations of the recently reconstructed intersections in the Quinsigamond Corner area, 2) MassHighway’s limited ability to manage the access related to existing development as well as the suggestion that the town should consider a policy to pursue curb cut consolidation as part of their local permitting process, and 3) the indication that both existing and projected Route 122-140 daily traffic volumes exceed the practical capacity of a three-lane roadway cross-section that includes a shared center left turn lane. The District office, therefore, does not recommend this improvement option.

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Telephone Discussions

• Mr. Mike Abend from Abend Associates, transportation consultants, requested copy of Draft report document.

• Ms. Helen Bulger, abutting resident, spoke with staff concerning the potential improvement options suggested for the Route 122-140 study segment.

• Ms. Rosa Lucia, town resident, spoke with staff concerning the Draft study’s suggested improvement options available for the town’s consideration. The entire study corridor was discussed.

• Mr. Matt Smith, Bullard Engineering, contacted staff on behalf of the Shaw’s shopping plaza owner.

• Mrs. Gloria Walsh, owner of property abutting Route 122-140, requested copy of Draft report document.

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April 19, 2006

Grafton Board of Selectmen Municipal Center 30 Providence Road Grafton, MA 01519

Re: Final Preliminary Route 122-140 Traffic Study

Att: Wayne Nicholas, Town Planner

Dear Selectmen:

The transportation staff of the Central Massachusetts Regional Planning Commission (CMRPC) is pleased to transmit to the town of Grafton the Final Preliminary Route 122- 140 Traffic Study. This detailed study was completed under CMRPC’s ongoing Congestion Management Process (CMP) work activity at no direct cost to the town of Grafton.

Following a presentation of the initial study findings to the Board of Selectmen at their September 20, 2005 meeting, the CMRPC staff worked with town planner Wayne Nicholas and planning board member Bob Hassinger to arrange a meeting to present the study findings to the community while providing the opportunity for public comment. Held November 17, 2005 in the municipal building, the meeting proceedings as well as prior preparations are summarized in the Final report document.

The following viewpoints were voiced at the public meeting:

• Any proposed roadway widening, if pursued by the town, would need to proceed in a thoughtful and sensitive manner in full consideration of abutting commercial and residential land uses. Previous roadway widening efforts have adversely impacted various business owners along the Route 122-140 study segment.

Central Massachusetts Regional Planning Commission 35 Harvard Street, 2nd Floor Worcester, MA 01609-2801 Voice: (508) 756-7717 Fax: (508) 792-6818 Email: [email protected]