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HomeMy WebLinkAbout2020-07-21 Select Board Packet1 Public Services Department Town of Reading M E M O R A N D U M To: Robert W. LeLacheur, Jr. CFA, Town Manager From: Jean Delios, Assistant Town Manager Date: July 16, 2020 Re: MBTA Bus Stop Relocation The MBTA has advised that the process for relocating a bus stop is as follows (note that we indicated the timeframe would be until November): 1. Identify temporary bus stops for the 136 and 137 buses (inbound and outbound) 2. Provide notice to passengers at the affected stop and on social media 3. Place temporary signs up at the new locations Background: Municipalities have authority over where bus stops are located, including closing or shifting locations. Likewise, municipalities control any accommodations available at those locations (i.e. shelters, benches, trash barrels). As long as the bus stops meet ADA guidelines, the MBTA can provide service. The MBTA, as the service provider, typically provides as much notice as possible to the riders when there is a closing or shifting of a bus stop so that they aren’t left without service and any new bus location meets ADA standards. Two weeks’ notice is the preferred approach. Per the MBTA the combined daily utilization of both bus stops is 34 passengers. JEAN DELIOS Assistant Town Manager Phone 781.942.6612 jdelios@ci.reading.ma.us 16 Lowell Street Reading MA 01867 www.readingma.gov 2 Bus Relocation Plan (see attached map): The Expedited Approval Team (EAT) comprised of public safety, engineering, and other town staff has met and approved this bus relocation plan. Rt. 136 passengers can use an existing stop 49253 – Harnden St @ Union St which the MBTA estimates is 400 feet away. Signage can be provided two weeks before closing the stop so that users have time to adjust their travel patterns. Route 136 passengers heading to Reading Depot – stop could easily be shifted down Woburn Street as shown (MBTA estimates roughly 100 feet or so). The stop would be out of the way and no on-street parking would be lost. The wide sidewalk provides needed handicapped access to passengers when getting on/off the bus (MBTA estimates 3 or 4 seconds per passenger). Rt. 137 passengers can’t be shifted to an existing nearby option, but, a new temporary bus stop has been identified on Main Street right before the light at Main/Pleasant St. The MBTA typically doesn’t locate bus stops right before a light, but due to low utilization and the temporary nature of the location, the MBTA has approved this location (their data shows18 people over 5-6 trips). Stop 19253 (Corner of Lowell and Woburn, by Venetian Moon) services bus route 136 and 137 Stop 9297 (Corner of Lowell and Woburn, by Town Hall) services bus route 136 3 WOBURN ST. Table Summary Parklet Propsal Woburn Street Parklet 8 Tables (36 seats) Cobblestone Parklet 8 Tables (36 seats) Total Seats = 72 seats Between 2ʼ-3ʼ in height Barriers Cobble Parklet TablesWoburn Parklet Tables July 16, 2020 Approx 10ʼ x 2ʼ 31” x 31” 18” x 18” 30”x24” 18” x 18” Relocated Handicap Space Venetian Moon Caffe Nero Remax Middlesex Animal Hospital20.569.816.006.00 6.006.00 6.006.00 6.00 7.456.007.65 Legal Notice (Seal) Town of Reading To the Inhabitants of the Town of Reading: Please take notice that the Select Board of the Town of Reading will hold a public hearing on July 21, 2020 at 8:10 p.m. remotely on Zoom to amend the FY 21 Classification Plan. A copy of the proposed documents regarding these topics will be in the Select Board packet on the website at www.readingma.gov All interested parties are invited to attend the hearing, or may submit th eir comments in writing or by email prior to 4:00 p.m. on July 21, 2020 to townmanager@ci.reading.ma.us By order of Robert W. LeLacheur Town Manager To the Chronicle: Please publish on July 14th, 2020 Send the bill and tear sheet to: Town Manager, 16 Lowell Street, Reading, MA 01867 Route 28 Resurfacing and Road Diet Pilot Project Project #604804 Town of Reading Select Board Project Update July 21, 2020 Route 28 in Reading - Resurfacing and Road Diet Pilot Project Milestones Fall 2013 •Road Safety Audit (RSA) Final Report – Route 28 at Franklin Street Summer 2014 •Improvements to the intersection of Route 28 and Franklin Street based on RSA recommendations Fall 2017 •MassDOT received letter from State Legislative group regarding poor roadway conditions on Route 28 •Road Diet Evaluation completed by Stantec Winter 2017/18 •Meeting with Town of Reading and elected officials to discuss a road diet on North Main Street Fall 2018 •Project advertised for construction bids Fall 2019 •Resurfacing work begins on South Main Street •Meeting at the Town of Reading to re-discuss the road diet January 2020 •Follow up road diet Meeting at the Town of Reading February 2020 •Project team works with Town staff to plan and conduct business walk •Project team hosts project information session for business owners March 2020 •Begin weekly coordination meeting with Town of Reading staff •Resurfacing and road diet pilot work begins April 2020 •MassDOT publishes virtual public presentation on April 10 •South Main Street pilot pavement markings installed week of April 13 •Project team finalizes and installs revised pavement markings at Minot Street on April 23 •National Grid begins work on April 30 May 2020 •Project team finalizes and installs revised pavement markings on South Main Street at Doyon’s and Dynamik Sport’s on May 21 •Two traffic cameras activated on South Main Street during week of May 25 •North Main Street pavement markings installed week of May 25th June 2020 •Project team presents to Town of Reading PTTTF •Project team designs and reviews pavement marking revisions at Federal Street and Charles Street 1 Route 28 Resurfacing and Road Diet Pilot Town of Reading Select Board Project Update July 21, 2020 2 Agenda Section 1: Project Background Section 2: Public Feedback and Revisions Section 3: Pilot Schedule and Evaluation Section 4: Q&A 3 Section 1: Project Background 4 Project Team MassDOT Highway Division Design, Construction, and Evaluation Howard Stein Hudson Public Involvement Town of Reading Municipal Outreach and Coordination Section 1 5 Project History Fall 2013 •Road Safety Audit (RSA) Final Report –Route 28 at Franklin Street Summer 2014 •Improvements to the intersection of Route 28 and Franklin Street based on RSA recommendations Fall 2017 •MassDOT received letter from State Legislative group regarding poor roadway conditions on Route 28 •Road Diet Evaluation completed by Stantec Winter 2017/18 •Meeting with Town of Reading and elected officials to discuss a road diet on North Main Street Fall 2018 •Project advertised for construction bids Fall 2019 •Resurfacing work begins on South Main Street •Meeting at the Town of Reading to re-discuss the road diet Winter 2019/20 •Follow up road diet Meeting at the Town of Reading Spring 2020 •Begin weekly coordination meeting with Town of Reading staff •Resurfacing and road diet pilot work begins Section 1 6 Purpose and Need Average Crash Rate 3.23 Main St. Crash Rate: 8.17 Crashes Within Project Area: 2016-2019 Section 1 7 Project Goals Maintain a state of good repair along Route 28 Improve safety for people using Main Street Calm vehicle traffic Improve accessibility for pedestrians Meet MassDOT Complete Streets and Healthy Transportation policies Section 1 8 Project Summary 1.Resurface roadway 2.Improve sidewalks and crosswalks 3.Test a “road diet” on Main Street to improve safety and access Section 1 9 Road Diets 101 Proven Safety Measure –Promoted by FHWA –Linked to FHWA funding –FHWA studies show 19 to 47 percent reduction in overall crash rates Safety and Operational Benefits –Rear -end, sideswipe, left-turn/angle, and pedestrian and bicycle –Fewer lanes to cross –Allows for separated left-turns at signalized intersections –More consistent traffic flow MassDOT Experience –Implemented road diets in Wellesley, Hingham, Boston, Newton, Watertown Left-turn Sight Distance on 4-Lane and 3-Lane Roads Source: FHWA Section 1 10 Road Diet Pilot Design •Followed FHWA and MassDOT road diet design standards •Conducted analysis to compare before and after conditions –Compared average delays at all signalized intersections in the project area to test feasibility of new intersections configurations •Adjusted design based on feedback from Town of Reading Section 1 11 South Main Street Fall 2019 •Installed intermediate pavement layer April 2020 •Installed pilot pavement markings •Updated pavement markings •National Grid emergency gas work began and is expected to conclude late July/early August May 2020 •Updated pavement markings •Activated video cameras Summer 2020 •Begin curb, sidewalk, and driveway construction Section 1 12 North Main Street April 2020 •Began installing intermediate pavement layer May 2020 •Completed intermediate pavement layer •Installed pilot lane markings •Began curb, sidewalk, and driveway construction •Relocated video camera Summer 2020 •Complete curb, sidewalk, and driveway construction Section 1 13 Section 2: Public Input and Revisions 14 Social Distance Outreach MassDOT •Project Webpage –Project info –Project team email address –Link to online comment form •Social Media Posts •Video Presentation –1,000+ views –Rebroadcasted on RCTV Town of Reading •Project Webpage •Social Media Posts •Reverse 911 –Sent to 20,000 residents Section 2 15 Public Feedback Major Themes •Anticipated traffic impacts •Impacts of COVID-19 on evaluation •Less speeding on Main Street •Access to businesses –Bagel World –Dynamik Sports/Doyon’s •Intersection configurations –Federal Street –Charles Street –Forest Street 157 48 5 200+ Public Comments Received as of July 13, 2020 Online Map Email Other Section 2 16 Collaboration with Town Staff •In addition to gathering input from the public, the project team has met with Town staff on a weekly basis beginning in February 2020. •Input from town staff have helped inform the project team’s approach and pavement marking revisions. •Presented project update to Town of Reading Parking Traffic Transportation Task Force (PTTTF) on June 4, 2020. Section 2 17 Pavement Marking Revisions: Car Wash and Bagel World Original Revised Section 2 18 Pavement Marking Revisions: Dynamik Sports/Doyon’s Original Revised Section 2 19 Pavement Marking Revisions: Completed or Under Review •Main Street approaching Summer Ave –Painted additional merge arrows •Artis Senior Living (1100 Main Street) –Revised lane markings to improve driveway access •Federal Street Intersection –Adding left-turn lane for northbound traffic •Charles Street Intersection –Expanding merge area for northbound traffic Section 2 20 Video Cameras Section 2 21 Section 3: Project Schedule and Evaluation 22 Project Schedule •Purpose of pilot: Test lane markings in typical conditions •Pilot originally scheduled to end in September 2020 •New proposed schedule –Continue pilot through Spring 2021 Section 3 23 Road Diet Pilot Evaluation Driving the Corridor Observations Community Feedback Data Analysis Vehicle Speeds Travel Times Traffic Volumes and Impacts Driver and Pedestrian Experience Section 3 24 Regional Integrated Transportation Information System (RITIS) Section 3 25 StreetLight Section 3 26 Next Steps •Continue public outreach –Provide educational resources –Respond to questions, comments, and concerns •Continue gathering public input –Monitor project email address and online comment form •Continue collecting and analyzing data •Continue meeting weekly and coordinating with Town staff Section 3 27 Thank You! Q&A Route 28 Resurfacing and Road Diet Pilot Project Project #604804 COLOR DESIGN PLANS READING SOUTH SECTION 95 CHARLES STP A RK ST28 28 NORTH SECTION IPSWICH RIVER MB T A C O M M U T E R R A I L Not to scale. READING SOUTH SECTION 95 CHARLES STP A RK ST28 28 NORTH SECTION IPSWICH RIVER MB T A C O M M U T E R R A I L Not to scale. READING SOUTH SECTION 95 CHARLES STP A RK ST28 28 NORTH SECTION IPSWICH RIVER MB T A C O M M U T E R R A I L Not to scale. READING SOUTH SECTION 95 CHARLES STP A RK ST28 28 NORTH SECTION IPSWICH RIVER MB T A C O M M U T E R R A I L Not to scale. READING SOUTH SECTION 95 CHARLES STP A RK ST28 28 NORTH SECTION IPSWICH RIVER MB T A C O M M U T E R R A I L Not to scale. READING SOUTH SECTION 95 CHARLES STP A RK ST28 28 NORTH SECTION IPSWICH RIVER MB T A C O M M U T E R R A I L Not to scale. READING SOUTH SECTION 95 CHARLES STP A RK ST28 28 NORTH SECTION IPSWICH RIVER MB T A C O M M U T E R R A I L Not to scale. READING SOUTH SECTION 95 CHARLES STP A RK ST28 28 NORTH SECTION IPSWICH RIVER MB T A C O M M U T E R R A I L Not to scale. READING SOUTH SECTION 95 CHARLES STP A RK ST28 28 NORTH SECTION IPSWICH RIVER MB T A C O M M U T E R R A I L Not to scale. READING SOUTH SECTION 95 CHARLES STP A RK ST28 28 NORTH SECTION IPSWICH RIVER MB T A C O M M U T E R R A I L Not to scale. READING SOUTH SECTION 95 CHARLES STP A RK ST28 28 NORTH SECTION IPSWICH RIVER MB T A C O M M U T E R R A I L Not to scale. READING SOUTH SECTION 95 CHARLES STP A RK ST28 28 NORTH SECTION IPSWICH RIVER MB T A C O M M U T E R R A I L Not to scale. Route 28 Resurfacing and Road Diet Pilot Project Project #604804 REVISED DESIGN PLANS 1100 MAIN STREET FEDERAL STREET CHARLES STREET LAFAYETTE RDWILLARD RDIRVING STCW SL CW SL CW SLNERIDICATE EX 6" BWL ERIDICATE INNER 6"SYL13.0'PROP 6" SYL PROP 6" BYL PROP 6" BYL 604804 PVMT MARKINGS ALTERNATIVE 20200624 - 2.0.DWG24-Jun-2020 4:58 PMPlotted on0 SCALE: 1" = 40' 40 160100 FED. AID PROJ. NO.SHEET NO. TOTAL SHEETS READING ROUTE 28 70 STATE MA PROJECT FILE NO. NHP(NHS)-003S(217)X 604804 58 CONTINUED ONPM SHEET 5CONTINUED ONPM SHEET 7GENERAL NOTES: 1.INTERIM SAFETY PLAN TO BE IMPLEMENTED AFTER APPLICATION OF HMA INTERMEDIATE COURSE. 2.THE FOLLOWING ITEMS SHALL BE USED AS PART OF THE INTERIM SAFETY PLAN: ·ITEM 106.361 ·ITEM 818.460 ·ITEM 819.825 ·ITEM 819.831 ·ITEM 819.855 ·ITEM 832. ·ITEM 847.1 ·ITEM 854.016 ·ITEM 864.04 ·ITEM 874.2 ·ITEM 874.4 3.ALL INTERIM PLANS TO BE IN PLACE IN ADVANCE OF EVALUATION OF THE 6-WEEK INTERIM SAFETY PLAN. INTERIM PAVEMENT MARKING & SIGNING PLAN NORTHERN SEGMENT SHEET 6 OF 13 LOCUS STFEDERAL STNERIDICATE EXISTING PAVEMENT MARKINGS 255' 6" SYL6" BYL6" DBYL 12" SYL 45°, 10' OFFSET ERIDICATE 10'± OF EXISTING TWLTL PAVEMENT MARKINGS. EXACT LENGTH TO BE FIELD VERIFIED.604804 PVMT MARKINGS ALTERNATIVE 20200624 - 2.0.DWG7-Jul-2020 12:45 PMPlotted on0 SCALE: 1" = 40' 40 160100 FED. AID PROJ. NO.SHEET NO. TOTAL SHEETS READING ROUTE 28 70 STATE MA PROJECT FILE NO. NHP(NHS)-003S(217)X 604804 54 CONTINUED ONPM SHEET 1CONTINUED ONPM SHEET 3GENERAL NOTES: 1.INTERIM SAFETY PLAN TO BE IMPLEMENTED AFTER APPLICATION OF HMA INTERMEDIATE COURSE. 2.THE FOLLOWING ITEMS SHALL BE USED AS PART OF THE INTERIM SAFETY PLAN: ·ITEM 106.361 ·ITEM 818.460 ·ITEM 819.825 ·ITEM 819.831 ·ITEM 819.855 ·ITEM 832. ·ITEM 847.1 ·ITEM 854.016 ·ITEM 864.04 ·ITEM 874.2 ·ITEM 874.4 3.ALL INTERIM PLANS TO BE IN PLACE IN ADVANCE OF EVALUATION OF THE 6-WEEK INTERIM SAFETY PLAN. INTERIM PAVEMENT MARKING & SIGNING PLAN NORTHERN SEGMENT SHEET 2 OF 13 C H A R L E S S T BEGIN SECTION 2 STA 89+36 MM 136.246 READING RO U T E 2 8 N B RO U T E 2 8 S B NERADICATE EXISTING MARKINGS BEGINNING AT THE START OF TAPER EXTEND EXISTING EDGE LINE TO INTERSECTION WITH CHARLES STREET (6" SWL) ERIDICATE EXISTING 6" DBYL ON THE WESTERN SIDE OF THE GORE AND ELIMINATE THE 12" DIAGONAL SWL MARIKINGS (EXACT LIMITS TO BE FIELD VERIFIED) PROP 6" SYL TO CONNECT DBYL WITHIN AREAS OF ERIDICATION PROP 6" SYL TO CONNECT DBYL WITHIN AREAS OF ERIDICATION ERIDICATE 165' OF EXISTING 6" SWL PROP 6" SWL TO TRANSITION FROM EDGE OF PAVEMENT TO EXISTING 5' SHOULDER EXTEND 6" BWL 120' (3 ADDITIONAL SKIP LINES)604804 PVMT MARKINGS ALTERNATIVE 20200715.DWG15-Jul-2020 2:41 PMPlotted on0 SCALE: 1" = 40' 40 160100 FED. AID PROJ. NO.SHEET NO. TOTAL SHEETS READING ROUTE 28 70 STATE MA PROJECT FILE NO. NHP(NHS)-003S(217)X 604804 53 CONTINUED ONPM SHEET 1GENERAL NOTES: 1.INTERIM SAFETY PLAN TO BE IMPLEMENTED AFTER APPLICATION OF HMA INTERMEDIATE COURSE. 2.THE FOLLOWING ITEMS SHALL BE USED AS PART OF THE INTERIM SAFETY PLAN: ·ITEM 106.361 ·ITEM 818.460 ·ITEM 819.825 ·ITEM 819.831 ·ITEM 819.855 ·ITEM 832. ·ITEM 847.1 ·ITEM 854.016 ·ITEM 864.04 ·ITEM 874.2 ·ITEM 874.4 3.ALL INTERIM PLANS TO BE IN PLACE IN ADVANCE OF EVALUATION OF THE 6-WEEK INTERIM SAFETY PLAN. INTERIM PAVEMENT MARKING & SIGNING PLAN NORTHERN SEGMENT SHEET 1 OF 13 Route 28 Resurfacing and Road Diet Pilot Project Project #604804 FREQUENTLY ASKED QUESTIONS Route 28 Resurfacing and Road Diet Pilot FREQUENTLY ASKED QUESTIONS Why is MassDOT testing new lane configurations on Main Street (Route 28)? We conducted several safety studies along Main Street (Route 28) and identified safety issues including high crash rates and high travel speeds. Main Street has 2.5 times more vehicle-vehicle crashes than similar roadways in the region, and excessive vehicle speeding above the speed limit. High speeds along the undivided four-lane corridor make left-turns difficult and dangerous and increase the risk of severe crashes. Our goal is to improve safety for people traveling on Main Street. With this project, we want to reduce the number of crashes and severity of crashes along the roadway with slower speeds and simplified left- turns. Road diets are proven safety countermeasures that reduce the number of conflict points and make travel safer for all roadway users. A study conducted by the Federal Highway Administration (FHWA) found that four-lane to three-lane road diets reduce the total number of crashes by 19 to 47 percent. Some road diets have shown an even greater improvement—as much as a 70 percent reduction in crashes along a single stretch of road. The road diet pilot on Main Street will reconfigure travel lanes within the existing roadway to create a center left-turn lane along the corridor and dedicated left-turn lanes at several signalized intersections. This reconfiguration of travel lanes will simplify turning movements for cars, help provide more consistent traffic flow, and reduce the likelihood of severe crashes and injuries for drivers and pedestrians. How will the road diet impact traffic? A common misconception is that reducing the number of through lanes by installing a Road Diet will cause traffic to become more congested. In many cases, road diets can maintain a roadway’s effective capacity. An undivided four-lane roadway, like Main Street (Route 28) before the road diet pilot, often operates like a three-lane road. The corridor contains many access points and driveways and the majority of through-traffic uses the outside lanes to avoid being delayed by left-turning vehicles that frequently slow and stop in the inside lanes. These four-lane corridors essentially behave like a three- lane road (one through lane in each direction and one two-way left turn lane), so when they are converted to a three-lane section they are unlikely to experience a change in capacity. Often, signalized intersections are the most significant constraint on roadway capacity. Road diets can reduce travel delays at intersections that experience large numbers of turning vehicles. Converting four through-lanes to two through-lanes makes it possible to install dedicated turn lanes at several intersections on Main Street. While maintaining a satisfactory level of service (LOS) for motorists is important, people who walk also appreciate efficient road networks. Road diets can improve travel conditions for these road users too. In Route 28 Resurfacing and Road Diet Pilot most cases, these pedestrian travel patterns are linked directly to perceived safety and comfort. When these factors improve, non-motorized travel tends to increase. Factors that affect travelers’ perceptions of safety and comfort and are improved by Road Diets include: • Reduced motor-vehicle speeds • Increased space and/or barriers between motor-vehicle lanes and pedestrians • Shorter crossing length for pedestrians The countermeasure’s primary objective is to improve safety for all roadway users. Occasionally, this can require accepting a small decrease in mobility to gain a large increase in safety. Additionally, Road Diets can increase livability by helping create a friendly pedestrian environment as well as encourage economic growth by increasing property values and attracting businesses. Before we finalized the pilot lanes configurations, our traffic engineers built, tested, and analyzed computer models of the five signalized intersections along the project area. We designed the pilot lane markings and intersection treatments, like dedicated left- turn-pockets, for the road diet pilot based on those results. This allowed us to test the basic feasibility of the intersection reconfigurations before making any changes to the roadway itself, but we intend to fully evaluate impacts including traffic volumes, vehicle throughput, and drive times during the pilot to verify the models with real-world analysis. How will the pilot roadway configurations impact businesses? An ever-increasing number of transportation agencies are implementing road diets, a means of traffic calming that can reduce speeding-related crashes and improve overall roadway safety. However, a common concern associated with road diets is that the configuration could be harmful to the economic health of adjacent businesses due to a reduction of traffic volume along the corridor. Road diets have serviced many communities nationwide and research shows they can positively impact business sales and property values1. For local businesses, a road diet can improve economic vitality by changing the corridor from a place that people “drive-through” to one that they “drive-to.” Improving the pedestrian experience along a roadway can make it a more attractive “park once” area. With improved pedestrian facilities, a motorist is more likely to park, walk around, visit restaurants or shops, and enjoy the setting, benefiting the economy and public safety of that town. Recent studies have shown that roadway modifications, which increase pedestrian volumes, can also result in a decline in a neighborhood’s crime rate.2 1 https://safety.fhwa.dot.gov/road_diets/resources/pdf/fhwasa17019.pdf 2 Two-Way Street Conversion: Evidence of Increased Livability in Louisville, William Riggs & John Gilderbloom, Journal of Planning Education and Research, March 2016 vol. 36 no. 1 105-118 Route 28 Resurfacing and Road Diet Pilot How do road diets impact emergency response services? A typical road diet converts two-way, four-lane roads to two travel-lanes with a center two-way left-turn lane. Although studies have shown that this conversion can reduce motor-vehicle crashes by 19 to 47 percent3, emergency response personnel sometimes express concern that reducing the number of through lanes could increase emergency response times. Contrary to popular belief and perceptions, road diets have not shown to degrade response times for law enforcement and emergency services. Instead, a two-way, left-turn lane can actually improve response times4. Multi-lane undivided roads can be problematic for police and EMS responders, especially in heavy traffic when drivers are unable to easily pull over. While drivers in the outside travel lane can pull over to the right edge, drivers in inside lanes often seem uncertain about where to go. Emergency responders may struggle to pass through traffic as they thread a path somewhere along the center of the roadway, leading to longer response times and increasing the opportunity for secondary incidents during response. In contrast, three-lane roadways provide clarity in the event of an emergency. Road diets can significantly improve response times by allowing emergency vehicles to bypass traffic by using the two- way left-turn lane in the center of the roadway. The road diet on Main Street will also provide 5’ shoulders in many areas along the project area which will allow drivers to pull into the shoulder lane, leaving the center lane solely for emergency response vehicles. What is included in the pilot evaluation? During the pilot, we will conduct several types of tests and analysis to evaluate the impacts and success of the roadway reconfiguration. We will gather data vehicle speeds, travel times, intersection throughput capacity, traffic volumes and impacts, and driver and pedestrian experiences along the reconfigured roadway using by deploying traffic counters along the corridor and on some of the side streets, conducting speed trials up and down Main Street during peak and off-peak travel times, observing driver and pedestrian behavior, and comparing the frequency and severity of crashes before and during the road diet pilot. We will also gather public input and feedback throughout the road diet pilot to help us understand the experiences of drivers and pedestrians. 3 Evaluation of Lane Reduction “Road Diet” Measures on Crashes. FHWA Report No. FHWA-HRT-10-053. Washington, D.C. 2010. Accessible at: https://www.fhwa.dot.gov/publications/research/safety/10053/. 4 https://safety.fhwa.dot.gov/road_diets/resources/pdf/fhwasa17020.pdf What Are Road Diets? What is a Road Diet? Before After 1.Eliminates one or more vehicular travel lanes 2.Repurposes roadway space 3.Improves safety and mobility for all modes Source: Illinois Department of Transportation Safety Benefits Fewer Crashes •Rear -end •Sideswipe •Left-turn/angle •Pedestrian and bicycle Simplified Operations •Separating left-turns at signalized intersections •More consistent traffic flow Left-turn Sight Distance on 4-Lane and 3-Lane Roads Source: FHWA Safety Benefits Safer Accommodations for Vulnerable Non-Motorized Users •Reduced pedestrian crash risk •Can reallocate space for dedicated bicycle facilities Safety Benefits Traffic Calming •Fewer lanes can reduce speeds by eliminating passing •Lowers speeds and fatal and injury crash rates Conflict Points Along Corridor Rear -end Conflict Points Left -turn Conflict Points Side Swipe Conflict Points Head-to -head Conflict Points Broadside Conflict Points At Intersections Left -Turn Conflict Points At Intersections and Driveways Proven Results in Massachusetts Summer Street Road Diet Pilot -Hingham •Speeds decreased as much as 5 mph •Little to no travel time increase or traffic diversions •Currently in design phase for permanent installation Route 135 -Wellesley •55% fewer crashes •69% fewer severe injury occurrences Nonantum Road -Boston, Newton, and Watertown •23% fewer crashes •32% fewer severe injury occurrences Photo credit: Jacob Wessel Day Boulevard –Boston REPORTING PERIOD AVG. TRAVEL TIMES (MIN.) Oct. 2017 4.1 Apr. 2018 3.8 Avg. Before Road Diet 4.0 Oct. 2018 4.1 Apr. 2019 3.9 Avg. After Road Diet 4.0 SPEED TEST LOCATIONS MAX SPEED BEFORE (mph) MAX SPEED AFTER (mph) H St.–I St. (EB)60-64 55-59 N St. (EB)70+50-54 N St. (WB)65-69 50-54 BEFORE AFTER Proven Results Nationwide 4-to-3 Lane Road Diets in the U.S. •19% to 47% fewer crashes Main Street Lane Configurations Typical Cross-Section Cross-Section Near Ash Street Cross-Section Approaching I-95 Average Intersection Delays Analysis Completed Using SYNCHRO Franklin Street Intersection: Before Road Diet Pilot A.M.P.M. Before During Before During Delay in seconds 67.1 50.1 Franklin Street Intersection: During Road Diet Pilot A.M.P.M. Before During Before During Delay in seconds 67.1 65.0 50.1 55.8 Forest Street and Forest Glen Road Intersection: Before Road Diet Pilot A.M.P.M. Before During Before During Delay in seconds 21.6 10.3 Forest Street and Forest Glen Road Intersection: After Road Diet Pilot A.M.P.M. Before During Before During Delay in seconds 21.6 31.7 10.3 21.3 Birch Meadow Drive and Lawrence Road Intersection: Before Road Diet Pilot A.M.P.M. Before During Before During Delay in seconds 17.7 12.2 Birch Meadow Drive and Lawrence Road Intersection: During Road Diet Pilot A.M.P.M. Before During Before During Delay in seconds 17.7 22.5 12.2 35.1 Summer Avenue Intersection: Before Road Diet Pilot A.M.P.M. Before During Before During Delay in seconds 14.4 6.9 Summer Avenue Intersection: During Road Diet Pilot A.M.P.M. Before During Before During Delay in seconds 14.4 9.4 6.9 11.7 South Street Intersection: Before Road Diet Pilot South Street Intersection: Before Road Diet Pilot Route 28 Resurfacing and Road Diet Pilot Project Project #604804 PROJECT WEBPAGES https://www.mass.gov/route-28-in-reading-resurfacing-and-road-diet-pilot Route 28 in Reading - Resurfacing and Road Diet Pilot Resurfacing work will begin in March 2020 and the road diet pilot will run from April to September 2020. Main Street (State Route 28) in Reading needs to be repaved and restriped. As part of our work, MassDOT will test and evaluate a road diet to improve safety and access along the roadway. The resurfacing work and road diet pilot will take place on two state-owned sections of Main Street/ Route 28 from the North Reading town line to Charles Street and from the Ash Street train tracks south to the I-95 interchange. OFFERED BY • Highway Division What you need to know Traffic and construction updates About the Route 28 Resurfacing and Road Diet Project in Reading What are Road Diets? Route 28 Road Diet Pilot Evaluation Contact Information Contact the project team Email Route 28 in Reading Resurfacing and Road Diet Pilot atRoute28Pilot@dot.state.ma.us Submit your comments online https://www.mass.gov/info-details/about-the-route-28-resurfacing-and-road-diet-pilot-project-in- reading About the Route 28 Resurfacing and Road Diet Pilot Project in Reading MassDOT is repaving and testing a road diet on North and South Main Street. Main Street/Route 28 provides access to local businesses, retail, restaurants, and residential areas, and connects to the historic Town center and common. This vital roadway needs to be repaved and restriped in two state-owned sections between the North Reading town line to the I-95 interchange. As part of this project, we will test and evaluate a road diet along the corridor. Project Background We conducted several safety studies along Main Street (Route 28) and identified safety issues including high crash rates and high travel speeds. Main Street has 2.5 times more vehicle-vehicle crashes than similar roadways in the region, and excessive vehicle speeding above the speed limit. High speeds along the undivided four-lane corridor make left-turns difficult and dangerous and increase the risk of severe crashes. In 2018, MassDOT identified that Main Street/Route 28 in Reading needed to be repaved and restriped. In 2019, we added two layers of new pavement and installed temporary paint markings on South Main Street between the MBTA railroad crossing and the I-90 interchange. That section of South Main Street needs one more layer of new pavement to complete the resurfacing process. North Main Street between the North Reading/Reading town line and Charles Street also needs to be repaired with new paving and paint striping. As part of the resurfacing work, we will pilot a road diet with new paint markings and lane configurations to improve safety and access along the corridor. Our project goals include: • Maintaining a state of good repair along Route 28 • Improving safety for people using Main Street • Calming vehicle traffic • Improving accessibility for pedestrians • Meeting MassDOT Complete Streets and Healthy Transportation policies Project Area The repaving and road diet pilot will take place in two sections on North and South Main Street: • The North Section begins at the Reading/North Reading town line and continues south to Charles Street • The South Section begins at the MBTA Haverhill Commuter Rail tracks and continues south to the I-95 interchange • This work does not include Reading Square Pilot Lane Configuration Changes During the road diet pilot, pavement markings will be reconfigured to better meet the needs of all road users. The road diet pilot will reallocate space within the existing roadway and simplify turning movements for cars by creating a center turn lane. This will reduce parts of North and South Main Street from 4 lanes to 3 lanes to improve safety for people traveling along the corridor. Today, Main Street has two 10.5' travel lanes in each direction. During the road diet pilot, the lane configurations will vary along Main Street. The most typical pilot configuration will include an 11' travel lane and 5' shoulder on both sides of the road and a 12' center left-turn lane. Learn more about road diets on our What Are Road Diets page. Project Schedule The project began in the project in March 2020 with traffic signal preparation. Final pavement markings will be installed in October 2020. • Traffic Signal Preparation: From March to April, we will make upgrades and improvements to four traffic signals along the project area. This work will take place during the daytime. • Milling and Repaving: In April and May, we will mill and repave along the project area. Milling on South Main Street will take place overnight. Milling on North Main Street will take place during the daytime. • South Section Road Diet Pilot and Evaluation: From late-April to mid-August, the South Section road diet pilot will be in place. During this time, we will conduct observations and analysis to evaluate the impacts to safety and operations. • Sidewalk and Driveway Construction: From May through August, we will repair and reconstruct sidewalks and driveways along the project area. This work will take place during the daytime. • North Section Road Diet Pilot and Evaluation: From June to late September 2020, the North Section road diet pilot will be in place. During this time, we will conduct observations and analysis to evaluate the impacts to safety and operations. • Determine and Install Final Pavement Markings: From August through October, we will determine and install final pavement markings. The final pavement markings will be installed overnight. Public Outreach and Involvement In keeping with CDC and Massachusetts statewide guidelines and orders for public gatherings, in-person public meetings and site walks have been put on hold for the time being. While public meetings are on hold, we are working to continue to raise awareness and answer questions about the project through virtual methods. We expect these to include virtual public meetings with presentations and Q&A sessions online, while the pilot lane configurations are in place. Members of the public are invited to share their comments with us: • Use our interactive online map and comment form • Email the project team We want to hear about your experiences traveling on Main Street. Your input and feedback during the road diet pilot will help MassDOT determine the final pavement markings. Additional Resources Open PDF file, 6.13 MB, forRoute 28 Reading Road Diet Pilot - fact sheet (PDF 6.13 MB) Open PDF file, 30.12 MB, forRoute 28 Reading - Road Diet design plans (PDF 30.12 MB) Open PDF file, 6.59 MB, forMain Street (Route 28) Resurfacing and Road Diet Pilot - Virtual meeting presentation 4/10/20 (PDF 6.59 MB) CONTACT Route 28 in Reading Resurfacing and Road Diet Pilot Online Contact the project team Route28Pilot@dot.state.ma.us Submit your comments online https://www.mass.gov/info-details/route-28-road-diet-pilot-evaluation Route 28 Road Diet Pilot Evaluation Analyzing the impacts of the road diet on safety and speeding by comparing vehicle speeds before and after the road diet was put in place. Travel Speed Data Analysis Speeding is a factor in an estimated one-third of all fatal crashes, according to the National Highway Traffic Safety Administration. When crashes include vehicles traveling at high speeds, they are more likely to result in serious injuries and property damage. Our aim is to increase safety for people traveling on Main Street and calm vehicle traffic with this project. To evaluate whether the project meets our safety goals, we will analyze traffic data to study the impact of the road diet pilot on vehicle speeds along the roadway. We will analyze the impacts of the road diet on safety and speeding by comparing vehicle speeds before and after the road diet was put in place. At various locations on Main Street, we will evaluate the impact of the road diet pilot on: • Average travel speeds • Maximum travel speeds Field Observations The project team will conduct field observations along the project area to observe traffic volumes and travel patterns. We will document our observations to measure the travel and traffic impacts of the road diet pilot. Route 28 southbound where it transitions from one lane to two Vehicle Time Trials We will regularly conduct time trials and drive up and down Main Street to measure travel times, evaluate driving conditions, and experience the impacts of the road diet on drivers. Traffic Simulations Before we finalized the design plans for the pilot lane configurations, we conducted traffic simulations using Synchro to test before & after conditions at four signalized intersections in the project area: • Main Street and Franklin Street • Main Street and Forest Street/Forest Glen Road • Main Street and Birch Meadow Drive • Main Street and Summer Avenue The traffic simulations showed the new lane configurations would not result in significant delays. We will test those findings during the pilot. Information about the before & after conditions at each intersection can be found in the video presentation on the project homepage. CONTACT Route 28 in Reading Resurfacing and Road Diet Pilot Contact the project team Route28Pilot@dot.state.ma.us Submit your comments online https://www.mass.gov/info-details/what-are-road-diets What are Road Diets? Road diets reduce the number of conflict points along the roadway and can make travel safer for all roadway users. Road Diets are an innovative roadway reconfiguration that improves safety, increases livability, and can advance an area’s economic growth. A Road Diet’s primary objective is to improve safety for all roadway users, while increasing livability by creating a bicycle- and pedestrian-friendly environment. Skip table of contents TABLE OF CONTENTS Common Road Diet Configurations Benefits Proven Results in Massachusetts Road Diet Resources from Federal Highway Administration Common Road Diet Configurations The most common type of road diet converts an undivided four lane roadway with two travel lanes on each side to an undivided three-lane roadway with one travel lane on each side and a center two-way left-turn lane. This type of road diet allows space to be reallocated for other uses such as bike lanes, pedestrian refuge islands, transit uses, and/or parking. A common misconception is that reducing the number of through lanes by installing a Road Diet will cause traffic to become more congested. In many cases, road diets can maintain traffic capacity on roadways like Main Street/Route 28. If a roadway contains many access points and driveways, most through-traffic uses the outside lanes to avoid being delayed by left-turning vehicles that frequently slow and stop in the inside lanes. Four-lane corridors often operate like three-lane roads with one through lane in each direction, so when they are converted to a three-lane section they are unlikely to experience a change in capacity. Often, signalized intersections are the most significant constraint on roadway capacity. Road diets can reduce travel delays at intersections that experience large numbers of turning vehicles. Converting four through-lanes to two through-lanes makes it possible to install dedicated turn lanes at several intersections on Main Street. Benefits Fewer Crashes • Road diets have shown to reduce overall crash rates by 19 to 47 percent • Dedicated left-turn lanes reduce rear-end and left-turn crashes • Fewer conflict points along the roadway and at intersections reduce crash risk Traffic Calming • Fewer lanes can reduce speeds by eliminating passing • Lowers speeds and fatal and injury crash rates Safer Accommodations for Vulnerable Users • Reduced pedestrian and bicycle crash risk • Increased space between travel lanes and sidewalks • Fewer travel lanes for pedestrians to cross • Can reallocate space for dedicated bicycle facilities, wider sidewalks, or other desirable amenities Simplified Operations • Separate left-turns at signalized intersections allow for more consistent traffic flow Low-cost Redesign • Can be incorporated into the repaving schedule Proven Results in Massachusetts Summer Street Road Diet Pilot in Hingham • Speeds decreased as much as 5 mph •Little to no travel time increase •Little to no traffic diversion Route 135 in Wellesley •55% fewer crashes •69% fewer severe injury occurrences Nonantum Road in Boston, Newton, and Watertown •23% fewer crashes •32% fewer severe injury occurrences Road Diet Resources from Federal Highway Administration Resources and information about Road Diets. Additional Resources Open file forRoad Diet FAQs Open file forRoad Diets and Traffic Open file forRoad Diets and Economic Impacts Open file forRoad Diets and Emergency Response Open file forDebunking Road Diet Myths Route 28 Resurfacing and Road Diet Pilot Project Project #604804 FHWA ROAD DIET RESOURCES Safety | Livability | Low Cost Road Diet FAQ QAWhat is a Road Diet? A Road Diet repositions pavement markings to better meet the needs of all road users. A classic Road Diet converts a four-lane undivided roadway to a three-lane roadway, but there are many other reconfigurations being used by States and locals. For example, a Road Diet could convert the roadway space from five to three lanes, two to three lanes, or vary lane of a three-lane roadway, as shown below. An agency could even use a Road Diet on a one-way street. For design guidance, see Chapter 4 of FHWA’s Road Diet Informational Guide.1 BEFORE AFTER Classic Road Diet Conversion. BEFORE AFTER This five-lane to three-lane Road Diet removes lanes to allocate space for multipurpose use. BEFORE AFTER This two-lane to three-lane Road Diet reallocates shoulder width to add a TWLTL. BEFORE AFTER This three-lane to three-lane Road Diet narrows lanes to allocate space for wider shoulders. How do Road Diets improve roadway safety? A study conducted by the Federal Highway Administration (FHWA) found that four-lane to three-lane Road Diet conversions reduce the total number of crashes by 19 to 47 percent.2 Several features of a Road Diet contribute to this safety improvement. • A reduction in the number of through lanes can calm traffic, reduce weaving, reduce the number of lanes for pedestrians to cross, and reduce left-turn conflicts. • A two-way left-turn lane (TWLTL) may reduce head-on crashes by dividing opposing traffic and reduce rear-end crashes by providing left-turning vehicles their own lane. • Wider shoulders provide recovery room should drivers depart the travel way. They can also provide buses or mail trucks room to pull out of the travel lane, allowing vehicles to pass. • Pedestrian, Bicycle, and Transit Facilities provide a dedicated space for these users, which can increase motorists’ recognition that they are using the roadway. Dedicated bicycle/transit lanes and pedestrian refuge islands provide visible cues that can improve driver awareness. 1 FHWA, Road Diet Informational Guide. FHWA Report No. FHWA-SA-14-028. Washington, D.C. 2014. Accessible at: http://safety.fhwa.dot.gov/road_diets/info_ guide/. 2 FHWA, Evaluation of Lane Reduction “Road Diet” Measures on Crashes. FHWA Report No. FHWA-HRT-10-053. Washington, D.C. 2010. Accessible at: https:// www.fhwa.dot.gov/publications/research/safety/10053/. QA For more detail about each of these Road Diet features and examples of how agencies have implemented them, check out FHWA’s Road Diet Informational Guide3 and Road Diet Case Studies.4 How do agencies select candidate Road Diet locations? Whether interested in implementing Road Diets on a large scale or screening potential locations to yield one or two ideal sites, agencies can employ several methods to systemically identify candidate locations. 1. Citing Road Diets as a strategy in safety plans —including the Strategic Highway Safety Plan (SHSP), speed management plans, or bicycle and pedestrian plans—can lead to systemic identification and low-cost implementation. 2. Evaluating all four-lane undivided roads can help agencies identify an appropriate starting point by screening a subset of the entire network. 3. Identifying multimodal expansion or connectivity needs can lead to Road Diets as a strategy to accomplish the goals of safer and more-connected bicycle networks. 4. Screening all upcoming resurfacing projects allows an agency to incorporate Road Diets for virtually no cost. For more detail about each of these methods and examples of how agencies have implemented them, check out FHWA’s flyer on Systemically Identifying Candidate Road Diet Locations.5 What is the maximum traffic volume for a four-lane to three-lane Road Diet conversion? Several agencies have developed guidelines for selecting candidate Road Diet locations to mitigate any negative effect on traffic operations. FHWA has summarized average daily traffic (ADT) volume threshold guidelines for four- lane roadways: Less than 10,000 ADT: A great candidate for Road Diets in most instances. Capacity will most likely not be affected. 10,000-15,000 ADT: A good candidate for Road Diets in many instances. Agencies should conduct intersection analyses and consider signal retiming in conjunction with implementation. 15,000-20,000 ADT: A good candidate for Road Diets in some instances; however, capacity may be affected depending on conditions. Agencies should conduct a corridor analysis. Greater than 20,000 ADT: Agencies should complete a feasibility study to determine whether the location is a good candidate. Some agencies have had success with Road Diets at higher traffic volumes. For more information about a Road Diet’s relationship to capacity, check out FHWA’s Road Diet Myth Busters flyer titled Myth: Road Diets Make Traffic Worse.6 How much does a Road Diet cost? Road Diets are much more economical than typical roadway expansions (e.g., right-of-way, asphalt, concrete, drainage modifications) because the primary expense is restriping the existing roadway. As a stand-alone project a Road Diet is relatively inexpensive, and agencies can reduce project costs even further by coupling Road Diets with regularly scheduled resurfacing. For more information about Road Diet costs, check out FHWA’s flyer on How Much does a Road Diet Cost.7 QA QA QA 2 3 FHWA, Road Diet Informational Guide. FHWA Report No. FHWA-SA-14-028. Washington, D.C. 2014. Accessible at: http://safety.fhwa.dot.gov/road_ diets/info_guide/. 4 FHWA, Road Diet Case Studies. FHWA Report No. FHWA-SA-15-052. Washington, D.C. 2015. Accessible at: http://safety.fhwa.dot.gov/road_diets/case_ studies/. 5 FHWA, Road Diet: Systemically Identifying Candidate Road Diet Locations. FHWA Report No. FHWA-SA- 17-018. Washington, D.C. 2016. 6 FHWA, “Road Diet Myth Busters, Myth: Road Diets Make Traffic Worse,” FHWA-SA-16-036, Washington, D.C. 2016. Accessible at: http://safety.fhwa.dot. gov/road_diets/resources/pdf/roadDiet_MythBuster.pdf. 7 FHWA, “Road Diet: How Much Does a Road Diet Cost?” FHWA-SA-16-100, Washington, D.C. 2016. QA What are the effects of Road Diets on emergency response services? Multi-lane undivided roads can be problematic for emergency responders, as drivers may not be aware of protocols for allowing emergency vehicles to pass. Road Diets can significantly improve response times by allowing emergency vehicles to bypass traffic by using the center two-way left-turn lane. For examples of how Road Diets have positively affected emergency response times, check out FHWA’s flyer on Road Diets and Emergency Response: Friends, Not Foes 8. How does a Road Diet affect businesses? A Road Diet can improve economic vitality by changing the corridor from a place peope “drive-through” to one that they “drive-to.” Replacing vehicle travel lanes with on-street parking options, walking areas, and bicycle lanes can make the street a more attractive “park once” place. With these improved facilities, a motorist is more likely to park, walk around, shop, and enjoy the setting. For examples of how Road Diets have positively affected surrounding businesses, check out FHWA’s flyer on Road Diets’ Economic Impacts.9 What metrics can I use to evaluate a Road Diet? Effective assessment of Road Diet operational, safety, and livability success can use a mixture of quantitative and qualitative metrics. The table below outlines commonly used metrics for evaluating the performance of a Road Diet. For more information about each of these evaluation metrics, check out FHWA’s Road Diet Informational Guide.10 For examples of how agencies have used these metrics, see FHWA’s flyer on Road Diets Evaluation Metrics.11 QA QA QA Operational Safety Livability/Economic Development Daily traffic counts Peak hour traffic counts Turning movement traffic counts Intersection queue lengths (main street and side street) Travel times (vehicles) Travel time (transit) Adjacent street traffic counts and speeds Bicycle counts Pedestrian counts Travel speeds Percent of drivers over the speed limit Percent of top-end speeders (Greater than 10 mph over speed limit) Crash frequency, type, severity, and rate Perceived level of safety Transit ridership Availability of on-street parking Overall public satisfaction Property values Resident/public feedback Business feedback/sales records Number of new businesses/ residences How do agencies incorporate Road Diets into design guidelines and policies? Agencies incorporate Road Diets into their policies as both stand-alone documents and parts of existing agency plans and practices. Stand-alone policies add Road Diets to the agency’s toolbox as a first-tier solution. Including Road Diets into a Strategic Highway Safety Plan, transportation planning process, or design guidance distinguishes it as a broader safety improvement strategy. Examples of how States have incorporated Road Diets into their guidance and policies are included in FHWA’s brochure on Road Diet Policies: Expanding Beyond a Single Implementation.12 8 FHWA, “Road Diet and Emergency Response: Friends, Not Foes.” FHWA-SA-17-020, Washington, D.C. 2016. 9 FHWA, “Road Diets’ Economic Impacts.” FHWA-SA-17-019, Washington, D.C. 2016. 10 FHWA, “Road Diet Informational Guide,” FHWA-SA-14-028, Washington, D.C. 2014. Accessible at: http://safety.fhwa.dot.gov/road_diets/info_guide/. 11 FHWA, “Road Diet Evaluation Metrics,” FHWA-SA-17-022, Washington, D.C. 2016. 12 FHWA, Road Diet Policies: Expanding Beyond a Single Implementation, FHWA-SA-16-072. Washington, D.C. 2016. Accessible at: http://safety.fhwa.dot. gov/road_diets/resources/fhwasa16072/. 3 QA How can I communicate Road Diet benefits to the public? FHWA’s Office of Safety has developed two educational handouts that agencies can use at public meetings. The Common Questions and Answers handout provides high-level information about Road Diets and their benefits.13 The Debunking Road Diet Myths handout addresses common concerns that sometimes arise at public meetings.14 FHWA has also developed a Road Diet video targeted at increasing public awareness and support.15,16 FHWA also provides free technical assistance that can include help for developing materials that can be used at an agency’s public meetings. For more information or to request technical assistance, please contact Rebecca Crowe (rebecca.crowe@dot.gov) at the FHWA Office of Safety. Are Federal funds available for Road Diet projects? Yes, Road Diet projects are typically eligible for funding through Federal programs like the Surface Transportation Program (STP) and Highway Safety Improvement Program (HSIP), as well as other funding mechanisms. Some agencies have also used funding from Safe Routes to School programs, pedestrian and bicycle funds, and transit grants. Several agencies monitor their jurisdiction’s resurfacing projects to see whether streets scheduled for upcoming resurfacing are good candidates for Road Diets, allowing them to use a small portion of annual paving program funds for some Road Diet installations.17 To learn more about funding opportunities, contact your FHWA Division office. QA 13 FHWA, “Road Diet: Common Questions and Answers,” FHWA-SA-16-073. Washington, D.C. 2016. 14 FHWA, “Road Diet: Debunking Common Road Diet Myths,” FHWA-SA- 16- 074. Washington, D.C. 2016. Accessible at: http://safety.fhwa.dot.gov/road_ diets/resources/fhwasa16074/. 15 FHWA, “Road Diet Video (short),” 2016. Accessible at: https://www.youtube.com/watch?v=n3ucpaCigig. 16 FHWA, “Road Diet Video (long),” 2016. Accessible at: https://www.youtube.com/watch?v=m_xTUCPWG78. 17 FHWA, “Road Diet Informational Guide,” FHWA-SA-14-028. Washington, D.C. 2014. Accessible at: http://safety.fhwa.dot.gov/road_diets/info_guide/. safety.fhwa.dot.gov/road_diets FHWA-SA-17-021 safety.fhwa.dot.gov/road_diets Road Diets are an innovative roadway reconfiguration that improves safety, increases livability, and can advance the area’s economic growth. Even after hundreds of successfully implemented Road Diets across the country, many misconceptions still arise. This flyer debunks some of the most common Road Diet myths. Myth:A Road Diet may divert traffic from the area, effecting economic growth. This is false. A Road Diet can drastically improve a corridor’s quality of life and the appeal or “livability” of an area. Livability is a term used to describe the tie between the quality and location of transportation facilities to broader opportunities such as access to jobs, affordable housing, and safer streets, which all promote economic development. For the majority of Road Diets, the Average Daily Traffic (ADT) remains constant; however, some Road Diets have seen a decrease in vehicular traffic and an increase in bicycle or pedestrian traffic. The Seventh Street Road Diet in Los Angeles, California saw bicycle traffic double as the result of the bicycle facilities provided by the Road Diet. Myth:If you remove a travel lane, then traffic will backup. This is false. Road Diets typically do not adversely affect travel times within a corridor; rather, clearing clogged travel lanes of left-turning traffic actually improves operations. For example, when a corridor has numerous access points (driveways), the majority of through traffic tends to utilize the outside travel lanes to avoid being delayed by left- turning vehicles slowing and stopping in the inside travel lanes. These four-lane corridors essentially behave like a three-lane road (see left figure). As such, when these four- lane corridors are converted to a three-lane section, they are unlikely to increase congestion. Safety | Livability | Low Cost Debunking Road Diet Myths Indianapolis’ Cultural Trail This 8-mile biking and walking trail system connecting cultural districts, neighborhoods, and the city’s greenway system, was established by implementing Road Diets on several downtown streets. These areas saw over $300 million of new developments within a few years after the Road Diet was implemented. Source: Indianapolis Convention and Visitors Association M Y T H B U S T E R S Before A four-lane road behaving like a three-lane road. After A Road Diet providing a two-way left-turn lane. safety.fhwa.dot.gov/road_diets A Road Diet configured to better accommodate buses. Source: PeopleForBikes Myth:Road Diets are too narrow for large vehicles. This is false. Many Road Diets do not narrow existing lanes while others may only narrow lanes slightly. In all cases, engineers ensure that lanes are still wide enough to accommodate large vehicles like freight trucks, school buses, and transit buses. In fact, Road Diets present an opportunity to re-plan the roadway space for large vehicles by including delivery parking areas, improved intersection turning radii, and protected bus pullouts for pickup or drop-off. Road Diets can also incorporate wider shoulders, which increase the space between pedestrians and large vehicles. Myth:Road Diets delay emergency response times. This is false. Road Diets can improve emergency response times. Multi-lane undivided roads can be awkward and unsafe for emergency responders, and can slow response times. Drivers are often uncertain about where to go to allow emergency responders to pass. If the outside travel lane has traffic, inside-lane drivers cannot pull over until they see where space remains. Sometimes inside-lane drivers move over only slightly and stop. Emergency vehicle drivers may thread a path somewhere along the center of the roadway if they are able to move at all (“Before” side of the figure). A two-way left-turn lane and wide shoulder areas allow traffic to move aside more quickly. The center turn-lane provides a predictable path for the emergency response vehicle (“After” side of the figure). Left-turning vehicles in the center lane often have the ability to clear the way, by either executing their left-turn or by moving to the right, when other vehicles have stopped. Additional “free space” provided by Road Diets in the form of wider shoulders, bicycle lanes, or parking can also accommodate vehicles yielding to emergency response vehicles. Tying It All Together A Road Diet’s primary objective is to improve safety for all roadway users, while increasing livability by creating a bicycle- and pedestrian-friendly environment. This in turn can encourage economic growth by increasing property values and attracting businesses. Road Diets are an opportunity to redesign and reallocate roadway space to better meet the needs of all users and can be tailored to reflect the individual needs and desires of the communities in which they are implemented. M Y T H B U S T E R S March 2016 FHWA-SA-16-074 Before A fire truck struggling to find a path. After An easily navigable two- way left-turn lane. _         Safety | Livability | Low Cost M Y T H B U S T E R S Road Diets and Emergency Response: Friends, Not Foes A typical Road Diet converts two-way, four-lane roads to two travel-lanes with a center two-way left-turn lane (TWLTL). Although studies have shown that this conversion can reduce motor-vehicle crashes by 19 to 47 percent,1 emergency response personnel sometimes express concern that reducing the number of through lanes could increase emergency response times. Myth: Road Diets Lead to Slow Emergency Response Times! Contrary to popular belief, Road Diets do not degrade response times for law enforcement and emergency services. Instead, one simple Road Diet feature can actually improve response times: the two-way, left-turn lane. Multi-lane undivided roads can be problematic for police and EMS responders, as drivers may not be aware of protocols for allowing emergency vehicles to pass. While drivers in the outside travel lane are typically able to pull over to the right edge, drivers in inside lanes often seem uncertain about where to go. Emergency responders may struggle to pass through traffic as they thread a path somewhere along the center of the roadway, leading to longer response times and increasing the opportunity for secondary incidents during response. In contrast, three-lane roadways (including those in Road Diets) provide clarity in the event of an emergency. Road Diets can significantly improve response times by allowing emergency vehicles to bypass traffic by using the TWLTL. Drivers in through lanes can remain in place, leaving the TWLTL solely for emergency response vehicles. A Road Diet design opens a more predictable and practical path for emergency responders. 1 Evaluation of Lane Reduction “Road Diet” Measures on Crashes. FHWA Report No. FHWA-HRT-10-053. Washington, D.C. 2010. Accessible at: https://www.fhwa.dot.gov/publications/research/safety/10053/. Before After Two travel lanes are removed to reallocate space for a TWLWL and bicycle lanes. Before After A fire truck struggling to An easily navigable two-way find a path. left-turn lane. safety.fhwa.dot.gov/road diets _         - - - M Y T H B U S T E R S Case Studies Two cities in New Jersey shared their experiences with emergency response vehicles and Road Diets. Each saw an improvement in emergency response operations and safety due to the Road Diet. West Avenue – Ocean City, New Jersey Ocean City, New Jersey, is a tourist-centric community with a population approaching 150,000 during the height of the travel season. West Avenue, located along the shoreline, was once a four-lane facility with on-street parallel parking and heavy bicycle and pedestrian use. It also served as the main thoroughfare for emergency vehicles. To improve road user safety, the city installed a Road Diet on West Avenue, reducing the number of lanes to three (one travel lane each way and a center TWLTL). Despite skepticism from emergency responders and the public prior to the Road Diet, the Ocean City Police, other first responders, and the community have embraced the results. Responders no longer have to try to predict driver behavior to navigate the corridor or wait for a lane to clear. Drivers can use the extra shoulder width to pull over, allowing emergency vehicles to use the TWLTL. The new configuration is leaps “and bounds safer.” Brian Hopely Police Traffic Sergeant, Ocean City Police South Broad Street – Woodbury, New Jersey Source: Brian Hopely West Ave., Ocean City, NJ before the Road Diet. Source: Department of Public Works, Ocean City, NJ Plan for Road Diet Reconfiguration on West Ave., Ocean City, NJ. South Broad Street in Woodbury, New Jersey – a two-way, four-lane roadway – was plagued with excessive speeding, little opportunity to make left turns, improper lane changes, parking difficulties, and safety concerns as pedestrians crossed at unmarked crosswalks. When the city suggested Road Diets as a possible solution, Woodbury Police were initially opposed, citing concerns over potentially slower emergency response times. When other safety measures did not reduce excessive speeding or improve safety along the corridor, the city implemented a mile-long Road Diet. After installation, emergency service providers have become more comfortable with South Broad Street’s travel more directly and safely using the TWLTL. ull to the right to let emergency vehicle pass, and then crashes and vehicle speeds. Pedestrians also feel configuration. The Road Diet enabled emergency vehicles to When drivers become aware of the response vehicles, they p return to their movement. In addition, the Road Diet reduced safer and more confident while crossing the street. safety.fhwa.dot.gov/road diets The Road Diet did not affect “emergency vehicle response times. Responders feel it is now easier and safer to reach their destination.” Reed Merinuk Retired Police Chief, Woodbury PD FHWA SA 17 020 Safety | Livability | Low Cost Road Diets’ Economic Impacts M Y T H B U S T E R S Myth:A Road Diet will reduce vehicle throughput and hurt business. An ever-increasing number of transportation agencies are implementing Road Diets, which reallocate vehicle lanes for a number of uses, including accommodating pedestrians, bicyclists, and transit. Road Diets are also a means of traffic calming that can reduce speeding-related crashes and improve overall roadway safety. However, a common concern associated with Road Diets is that the configuration could be harmful to the economic health of the neighborhood due to a reduction of traffic volume along the corridor. “More people on foot are better for businesses.” Jeanette Sadik-Khan Former New York City DOT Commissioner A closer look: What changes for the local businesses? Road Diets have serviced many communities nationwide and research shows they can positively impact business sales and property values. For local businesses, a Road Diet can improve economic vitality by changing the corridor from a place that people “drive-through” to one that they “drive-to.” Replacing vehicle travel lanes with on- street parking options, walking areas, and bicycle lanes can make the street a more attractive “park once” area. With these improved facilities, a motorist is more likely to park, walk around, visit restaurants or shops, and enjoy the setting, benefiting the economy and public safety of the neighborhood. Bicycle and pedestrian transportation groups often organize social events that benefit nearby businesses. Recent studies have shown that roadway modifications, which increase pedestrian volumes, can result in a decline in a neighborhood’s crime rate.1 Several cities have quantified their Road Diet’s effect on economic growth. 1 Two-Way Street Conversion: Evidence of Increased Livability in Louisville, William Riggs & John Gilderbloom, Journal of Planning Education and Research, March 2016 vol. 36 no. 1 105-118 BEFORE OTDCYN :ceruoSAFTER Evolution of a street: Road Diet on 9th Ave., Manhattan, NY. safety.fhwa.dot.gov/road_diets safety.fhwa.dot.gov/road_diets M Y T H B U S T E R S Case Studies Indianapolis’ Cultural Trail In 2008, the City of Indianapolis, IN, used Road Diets to complete the 8-mile long Indianapolis Cultural Trail that encourages biking and walking along the cultural districts, neighborhoods, and the city’s greenway system. The redesign brought more people on foot and vitalized the area. Over $300 million of new development was constructed along the route between 2008 and 2012.2 Source: Indianapolis Cultural Trail Brooklyn’s Vanderbilt Avenue In New York City, Brooklyn’s Vanderbilt Avenue saw a doubling in retail sales in the 3 years following installation of bicycle lanes and a tree-lined median, significantly outperforming borough- wide and city-wide trends.3 Source: NYSDOT BEFORE AFTER Source: NYCDOT Charlotte, NC The before and after study of a Road Diet implementation in Charlotte, NC, indicated a $43 million increase in the non-residential tax value of properties fronting the East Boulevard Road Diet.4 Source: Dom Nozzi FHWA-SA-17-019 Road Diets are a powerful traffic calming tool for urbanized areas that can help communities improve safety, nurture lively neighborhoods, and increase local business sales. For more examples, FHWA Office of Safety developed a234 series of 24 case studies about Road Diets throughout the United States, illustrating that Road Diets can positively impact neighborhoods.5 2 Road Diet Case Studies. Federal Highway Administration. FHWA Report No. FHWA-SA-15-052. Washington, D.C. Available at: http://safety.fhwa.dot.gov/road_diets/case_studies/roaddiet_cs.pdf. 3 The Economic Benefits of Sustainable Streets, NYCDOT. Available at: http://www.nyc.gov/html/dot/downloads/pdf/dot-economic- benefits-of-sustainable-streets.pdf. 4 The Economic Merits of Road Diets, Dom Nozzi, 2013. Located at: https://domz60.wordpress.com/2013/03/12/the-economic- merits-of-road-diets/. 5 Road Diet Case Studies. Federal Highway Administration. FHWA Report No. FHWA-SA-15-052. Washington, D.C. Available at: http://safety.fhwa.dot.gov/road_diets/case_studies/roaddiet_cs.pdf. 1 Route 28 Resurfacing and Road Diet Pilot Town of Reading Select Board Project Update July 21, 2020 2 Agenda Section 1: Project Background Section 2: Public Feedback and Revisions Section 3: Pilot Schedule and Evaluation Section 4: Q&A 3 Section 1: Project Background 4 Project Team MassDOT Highway Division Design, Construction, and Evaluation Howard Stein Hudson Public Involvement Town of Reading Municipal Outreach and Coordination Section 1 5 Project History Fall 2013 •Road Safety Audit (RSA) Final Report –Route 28 at Franklin Street Summer 2014 •Improvements to the intersection of Route 28 and Franklin Street based on RSA recommendations Fall 2017 •MassDOT received letter from State Legislative group regarding poor roadway conditions on Route 28 •Road Diet Evaluation completed by Stantec Winter 2017/18 •Meeting with Town of Reading and elected officials to discuss a road diet on North Main Street Fall 2018 •Project advertised for construction bids Fall 2019 •Resurfacing work begins on South Main Street •Meeting at the Town of Reading to re-discuss the road diet Winter 2019/20 •Follow up road diet Meeting at the Town of Reading Spring 2020 •Begin weekly coordination meeting with Town of Reading staff •Resurfacing and road diet pilot work begins Section 1 6 Purpose and Need Average Crash Rate 3.23 Main St. Crash Rate 8.17 Crashes Within Project Area: 2016-2019 Section 1 7 Project Goals ❑Maintain a state of good repair along Route 28 ❑Improve safety for people using Main Street ❑Calm vehicle traffic ❑Improve accessibility for pedestrians ❑Meet MassDOT Complete Streets and Healthy Transportation policies Section 1 8 Project Summary 1.Resurface roadway 2.Improve sidewalks and crosswalks 3.Test a “road diet” on Main Street to improve safety and access Section 1 9 Road Diets 101 Proven Safety Measure –Promoted by FHWA –Linked to FHWA funding –FHWA studies show 19 to 47 percent reduction in overall crash rates Safety and Operational Benefits –Rear-end, sideswipe, left-turn/angle, and pedestrian and bicycle –Fewer lanes to cross –Allows for separated left-turns at signalized intersections –More consistent traffic flow MassDOT Experience –Implemented road diets in Wellesley, Hingham, Boston, Newton, Watertown Left-turn Sight Distance on 4-Lane and 3 -Lane Roads Source: FHWA Section 1 10 Road Diet Pilot Design •Followed FHWA and MassDOT road diet design standards •Conducted analysis to compare before and after conditions –Compared average delays at all signalized intersections in the project area to test feasibility of new intersections configurations •Adjusted design based on feedback from Town of Reading Section 1 11 South Main Street Fall 2019 •Installed intermediate pavement layer April 2020 •Installed pilot pavement markings •Updated pavement markings •National Grid emergency gas work began and is expected to conclude late July/early August May 2020 •Updated pavement markings •Activated video cameras Summer 2020 •Begin curb, sidewalk, and driveway construction Section 1 12 North Main Street April 2020 •Began installing intermediate pavement layer May 2020 •Completed intermediate pavement layer •Installed pilot lane markings •Began curb, sidewalk, and driveway construction •Relocated video camera Summer 2020 •Complete curb, sidewalk, and driveway construction Section 1 13 Section 2: Public Input and Revisions 14 Social Distance Outreach MassDOT •Project Webpage –Project info –Project team email address –Link to online comment form •Social Media Posts •Video Presentation –1,000+ views –Rebroadcasted on RCTV Town of Reading •Project Webpage •Social Media Posts •Reverse 911 –Sent to 20,000 residents Section 2 15 Public Feedback Major Themes •Anticipated traffic impacts •Impacts of COVID -19 on evaluation •Less speeding on Main Street •Access to businesses –Bagel World –Dynamik Sports/Doyon’s •Intersection configurations –Federal Street –Charles Street –Forest Street 157 48 5 200+ Public Comments Received as of July 13, 2020 Online Map Email Other Section 2 16 Collaboration with Town Staff •In addition to gathering input from the public, the project team has met with Town staff on a weekly basis beginning in February 2020. •Input from Town staff have helped inform the project team’s approach and pavement marking revisions. •Presented project update to Town of Reading Parking Traffic Transportation Task Force (PTTTF) on June 4, 2020. Section 2 17 Pavement Marking Revisions: Car Wash and Bagel World Original Revised Section 2 18 Pavement Marking Revisions: Dynamik Sports/Doyon’s Original Revised Section 2 19 Pavement Marking Revisions: Completed or Under Review •Main Street approaching Summer Ave –Painted additional merge arrows •Artis Senior Living (1100 Main Street) –Revised lane markings to improve driveway access •Federal Street Intersection –Adding left-turn lane for northbound traffic •Charles Street Intersection –Expanding merge area for northbound traffic Section 2 20 Video Cameras Section 2 21 Section 3: Project Schedule and Evaluation 22 Project Schedule •Purpose of pilot: Test lane markings in typical conditions •Pilot originally scheduled to end in September 2020 •New proposed schedule –Continue pilot through Spring 2021 Section 3 23 Road Diet Pilot Evaluation Driving the Corridor Observations Community Feedback Data Analysis Vehicle Speeds Travel Times Traffic Volumes and Impacts Driver and Pedestrian Experience Section 3 24 Regional Integrated Transportation Information System (RITIS) Section 3 25 StreetLight Section 3 26 Next Steps •Continue public outreach –Provide educational resources –Respond to questions, comments, and concerns •Continue gathering public input –Monitor project email address and online comment form •Continue collecting and analyzing data •Continue meeting weekly and coordinating with Town staff Section 3 27 Thank You! Q&A Reading Climate Advisory Committee July 21, 2020 1 Green Community Criteria 1.Adopt as-of-right siting for RE/AE generation, R&D, or manufacturing 2.Adopt expedited permitting process 3.Create an Energy Reduction Plan to reduce energy use by 20% in 5 years 4.Adopt Fuel Efficient Vehicle Purchase Policy 5.Minimize life cycle cost in new construction →adopt the Stretch Code & RMLD must enter the Renewable Energy Trust 2Climate Advisory Committee educates and promotes Reading Sustainability Town of Reading ◦Buildings ◦Food ◦Health ◦Transportation Town of Reading in Collaboration with RMLD ◦Clean Energy ◦Energy Efficiency ◦Electrification 3Discuss at future Select Board meeting Hgh Low Benefit High Benefit High Cost/Risk High Cost/Risk Cost / Risk Low Benefit High Benefit Low Cost/Risk Low Cost/Risk Low Low Benefit High Backup 4 5 6 Climate Advisory Committee Members Associate Members Jeffrey Everson, PhD Patti Cameron Celeste Kracke Travis Estes Denise McCarthy Peter MacGown Ray Porter (Secretary) David Zeek (Chair) Mission Statement The Reading Climate Advisory Committee (RCAC) is an official town advisory committee comprised of concerned citizen volunteers seeking to achieve environmental, economic and societal sustainability by raising public awareness and influencing the community, including its government, to reduce energy use and foster environmental stewardship in a cost effective manner.