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Home My WebLink About2010-11-30 Board of Selectmen HandoutTOWN MANAGER'S REPORT Tuesday, November 30, 2010 Administrative matters ♦ Help wanted o RMLD CAB member o FINCOM member - Appointment Committee is meeting on Monday o Bylaw Committee member o RIAA -1 applicant o COA -1 applicant o ACCCP - changes in membership and Associate membership ♦ The Board of Selectmen has issued a number of Special Permits for early retail sales and one special permit for 24 hour operation. The staff review indicates no problems with these sites, and based on the Board of Selectmen direction we will go ahead and issue the licenses. ♦ The Garden Club Holiday Memory Tree lighting is on December 5tn ♦ Congratulations to the Chamber of Commerce for organizing a very successful tree lighting program again. this year, and special thanks to DPW, Police, and Fire 'Departments for installing lights and garlands, and contributing to the success of the event.. ♦ It might be a good time to fund raise for more LED Lights while the Holiday spirit moves us. We have only 120 LED strands of the 600 strands we use for the trees. We have -no incandescent replacement bulbs. We will need a minimum of 140 strands for next season. We receive 40 strands from RMLD which leaves us 100 short. The strands are about ten dollars each. We will need a minimum of one thousand dollars, and ideally would have $5000 to replace all of the incandescent lights ASAP. ♦ The Town has been approved for participation in the Green Repair program for replacement of windows at Killam and Birch Meadow schools, and for roof replacement at Killam. The MSBA will pay for 47.21 % of eligible costs ♦ World AIDS Day is recognized on Dec. 1, 2010 Community Development ♦ Shop the Block is this Thursday evening, December 2, in downtown Reading. Public Safety ♦ The Reading Police Department Children's Holiday Party will be held at Austin Prep School on December 12th from 1:00 to 3:00 pm. Pizza , Hot dogs, Chips and Ice cream will be served. Also entertainment will include a clown show. The Free Masons will also be there doing there Child Identification program D ♦ 4 LOKO, a, drink that is marketed to youth and which is a combination of high levels of caffeine and alcohol, has been removed from MA stores by the ABCC. I understand that the drink is going to be reformulated to reduce/eliminate the caffeine. Public Works ♦ Curbside leaf collection will be completed the end of this week - December 3rd is the last day. There will be 2 spring collection on dates to be announced. Construction projects done for the year: Dates and Events: Shop the Block- December 2 Garden Club holiday memory Tree lighting - December 5, 4 PM, Library 0 1 1 ac sets _ c,o : Timothy R Cahill Chairman, State. Treasurer November 17, 2010 James Bonaxoli, Chair Reading Board of Selectmen 16 Lowell Street Reading, MA 01867 Re: Reading Public Schools, Birch Meadow Elementary. School J. Warren Killam Elementary School Dear Mr.. Boiiaxoli: N c~ co Na a N %0 I am pleased to report that the Board of the Massachusetts School Building Authority ``1VISBA") voted ,to inyite- the Town of Reading` into tl3e ti~'een'• Repair Program tot c , r borate with the MSBA'iii conducting a F6asibilityStudy`ori the Birch,Meadow colla Elementary School for a potential Win * OW repdir/replaceW6iTpiolect and the J Warren Killam Elementary School for a p0 ' id roof and/or window rep ai~rlreplacement`project. I do want to emphasize that this invitation to collaborate on` a Feasibility Study is not approval of a project, but is strictly an invitation to the Town of Reading to work with the MSBA to explore potential solutions to the problems that have been identified. Moving forward in the MSBA's Green Repair Program process requires collaboration with the MSBA, and communities that "get ahead" of the MSBA without MSBA approval will not be eligible for grant funding. To qualify for any funding from the MSBA, local communities must follow the MSBA's statute, regulations and Green Repair Program requirements, which require MSBA collaboration and approval at each step of the process. During the Feasibility Study phase, the Town of Reading and the MSBA will collaborate to find the most fiscally responsible and sustainable solution to the problems identified at the Birch Meadow Elementary School and J. Warren Killam Elementary School. The Feasibility Study, which will be conducted pursuant to the MSBA's regulations, will require the, Town of Reading to complete a niunber of pre requisites before the MSBA , •alid,the District.can finalize the ~rocuremerit of consultants which will help bririg'the To ai o£Reading's reasib11_y study to fruition Tliese pref-requisites; whichM st be completed Withu,60 days of this letter, require the Towri`of Readnig to submit the following: informatlon to the"MSBA`for lts review, within 11ie1imefiames noted below*: 40 Broad Street, Suite 500 Boston, MA 02109 Tel: 617-720-4466 • Fax: 617-720-5260 e www.MassSchoolBuildings.org Ft+ rl: C . Qc S t ~ + 0 _ it jacuntr Oil Katherine P Craven Executive Director • a preliminary overview of available or projected local funding for any proposed project (within 30 days); • a current routine and capital maintenance plan for the Town's school facilities (within 60 days); • an Initial Compliance Certificate executed by the Town, to ensure that the Town understands and will comply with the MSBA's requirements and regulations (within 30 days); and • certified votes of the local funding appropriation (within 60 days). * All tinaefranies noted above are based on the date of this letter. If you have any concerns about meeting any of the above timeframes, please let us know as soon as possible. We have attached the program description, eligibility requirements and project requirements for the Green Repair Program for your review. Once the Town of Reading has completed the pre-requisites listed above, the MSBA and the Town of Reading will discuss procuring the project management and design professionals utilizing the MSBA's list of pre-qualified consultants for the Green Repair Program. In the meantime, however, I wanted to share with you the Board's decision and provide a brief overview of what this means for the Town of Reading.. I look forward to continuing to work with you as the MSBA's Green Repair Program progresses. As always, feel free to contact me or my staff at (617) 720-4466 should you have any questions. Sincerely yours, K herine Craven Executive Director Cc: Senator Richard R. Tisei Representative James Dwyer Representative Bradley Jones Christopher Caruso, Chair, Reading School Committee Dr. John F. Doherty, Superintendent, Reading Public Schools File Letters 10.2 9 Reading" For more information: Against Erica McNamara, RCASA Director 5 b same . 15 Union Street -Reading, AIA 01867 Email: emcnaniaraC~ci.reading.ma.us Abuse Phone: 781.942.6793 FOR IMMEDIATE RELEASE World. AI. Day is December 1., 201.0 Leary the link between HIV Drug Abuse Reading, MA November 29, 2010 World AIDS Day originated at the 1988 World Summit of Ministers of Health on Programmes " for AIDS Prevention. Since then, every year United Nations agencies, governments and all sectors of civil society worldwide join together to campaign around specific themes related to AIDS. The UN World AIDS Day theme for 2010 is "Universal Access and Human Rights"'. According to the National Institute of Drug Abuse, "more than 33 million people are living with HIV worldwide, including 2.5 million new cases in 2007 alone. For the United States, the latest numbers indicate that more than 1 million Americans are living with HIV-and one in four of them did not know it". Behaviors associated with drug abuse are among the main factors in the spread of HIV infection in the United States. Drugs can change the way the brain works, disrupting the parts of the brain that people use to weigh risks and benefits when making decisions 2. f '~r n fl iI - HIV (human immunodeficiency virus) is the virus that causes AIDS (acquired immune deficiency syndrome). AIDS is a disease of the immune system for which there is treatment, but no cure, at the present time. To learn more about HIV, visit http•//www.aids. og v/li aids-basics/hiv-aids-101/overview/what-is-hiv-aids/. To locate a testing site near you, visit http•//www cdcnpiii org/NPENWebseivices/NPRNWidgets/hivwidget 200 200 final plain search.hhnl To learn more about the link between HIV & Drug Abuse, visit http •//hiv dru a buse. ov/ ' http://www.un.org/en/events/aidsday/2010/index.slitml 2 http://hiv drtigabuse gov/english/learn/overview,html 0 Presentation on Parking, Traffic and Transportation Issues November 30, 2010 I will do a general introduction and then the individuals listed below will take the lead in presentations: (1) Grade Crossing protection installation - Zambouras (2) Heavy Vehicle Exclusion - Franklin Street -.Martel (3) Speed Study - Brook Street - Martel (4) Hopkins Street'Signal Update - Zambouras (5) Franklin and Main Streets Update - Zambouras (6) 30 Minute Parking on Main Street - Quick Stop et al. - Cormier and Martel (7) Harrison Street Speed Limit - Martel . (8) Pedestrian actuated crosswalk signal - Salem Street and Bay State Road - Zambouras (9) Parking Restrictions on Grove Street at Strout Avenue - Martel (10) Safe Routes to School - Zambouras (11) Washington Street Parking - Hechenbleikner (12) Intersection of Woburn and Main Streets (do not block intersection/move up to stop line) - Cormier (13) Temple Street Parking Regulations - Martel (14) Senior Center Parking Lot - rental of spaces - Cormier (15) Proposed Bridge Replacement I-93 summer 2011- Cormier ~3 Cranston, R.I., Stop Signs Yield Legal Trouble - NYTimes.com Page 1 of 4 Welcome to TimesPeople TimesPenple recommended: Netflix Partner Says Comc~st F;%%6Vtrsomibens' Open Internet Get Started HOME PAGE TODAY'S PAPER VIDEO MOST POPULAR TIMES TOPICS Searct 177 WORLD U.S. N.Y. / REGION BUSINESS TECHNOLOGY SCIENCE WEALTH SPORTS ? OPINION AI2I'S POLITICS ED' UUI(TIWN BAY AREA CHICAGO TEXAS . _ ---._._........._..L....._._...._._I U-i a q~ p 2 [ LI 0- 6 1.';^y t 6 Y t~71 "I'S 4..v~ . ~~_J' ~ A Town's Stop Signs Yield Legal Questions By KATIE ZEZIMA Published: November 29, 2010 TWITTER CRANSTON, R.I. - what happens if stop signs, those unmistakable symbols of traffic laws, are themselves unlawful? SIGN IN TO E-MAIL PRINT Enlarge This Image About a quarter of Cranston's 2,6oo stop signs were put up illegally, city REPRINTS officials said, and no one is sure who put them up or how to rectify the SHARE problem. "Nobody had any idea about this," said Terence Livingston, vice president of the Cranston City Council. "This just kind of came out of left field." The issue came before the group this year, when a council member heard that traffic violations were being dismissed after lawyers argued that the stop signs were not on the city's books, said Anthony A. Cipriano, the Cranston city solicitor. The council member, Mario Aceto, sponsored a resolution to make all of the stop signs legal. The Council rejected the measure because some believed it would not solve the problem. City engineers then set out to determine how many violated the law. ti-affic sipials and Signs 4:itl:rb_.~ l na- g A http://www.nytimes.com/2010/11/30/us/30stop.html?, r=1&scp=1&sq=%2b%22city+cou... 11/30/2010 Cranston, R.I., Stop Signs Yield Legal Trouble - NYTimes.com Page 2 of 4 -T "I thought 10, 20, 30 signs at most," Mr. Livingston said. "But it's a lot of signs." s Engineers found that 692 signs were illegal, meaning the 1 were not approved by the City Council before being installed as city law mandates. t Officials are not quite sure how all of diem got up, but determined Monday that signs leading onto state roadways ~k.•. _4 - 35 percent to 40 percent of the 692 signs - were put up E by the state. Mr. Livingston said it was likely that some T L-MAILED BL SFARC I D L nts put them up without permission; Mr. Cipriano vl`.FV I E said former mayors might have circumvented the City Council and directed that the signs be put up as a way to j curry favor with constituents. j` But determining the legality of the signs was the easy part. Now officials have to figure out how to make them legal, Nat! Harrmik/Associated Press whether they should stay up and how to handle people who received traffic citations. "Many of these signs have been up for many, many years and they've almost become constructively legal, if I could use that term," Mr. Cipriano said. "People in these particular locations are so used to having these stop signs up that if next week, we tools them all down they could cause safety problems." The signs put up by the state are legal under state law, which requires a vehicle to stop before proceeding onto a state road, said Robin Muksian-Schutt, director of administration for Mayor Allan W. Fung. But Cranston officials must still determine whether the city has to codify those stop signs and whether they are valid for city citation purposes, Ms. Muksian-Schutt said. Mr. Livingston said a resolution was being drafted that would list the location of each of the 692 illegal signs; the City Council would then have to approve each location. Officials want i. Your Money: A Dying Banker's Last Instructions 2. Fxtra Vitamin D and Calcium Aren't Needed, Report Says 3. Paul Krugman: The Spanish Prisoner 4. The Menu: One :Entree. That's It:. 'Spider-Man' Takes Off, With Some Bumps r- fl r4. r7...1., 1,1-.T1,.,.1r....C.,. - G C http://www.nytimes.com/2010/11/30/us/30stop.html?_r=1 &scp=1 &sq=%2b%22city+cou... 11/30/201 Cranston, R.I., Stop Signs Yield Legal Trouble - NYTimes:com Page 3 of 4 to legitimize all of the signs before deciding whether any do not serve a purpose and should come down. The city is now trying to figure out what to do with people who recently received a ticket, Mr. Cipriano said. Some believe that a judge could vacate the citation if it was issued within the last year, while people who paid a fine before then would have to go to State Supreme Court - which, with hiring a lawyer, would cost far more than the ticket. "It's kind of an embarrassment," Robert Czachor; a.Cranston resident, said about the stop signs. "You'd like to have some confidence in the people who run the city you live in. It seems like a reasonably important issue that should have been taken care of. A version of this article appeared in print on November 30, 2010; on page A20 of the New York edition. Start your day with the Today's Headlines e-mail newsletter. SIGN IN TO E-MAIL PRINT REPRINTS . . . . . . . . . . . . . . _ . . . . . . . . . . . . . . . . . . . . . . _ . . . . . . . . . . . . . . . . . . . . . . . . . . Ads by Google %vhaft this? LEGO@ Board Games Enjoy Family Night With LEGO@ Games You Can Create & Customize Amazon.com/LEGO Get Free E-mail Alerts on These Topics TraFlic Signals and Signs CitvCouncils MORE:ONTHE.HOMEPAGE',O OF 11 RTICLES) xi 9 9: Rhode Island Talierm"fo etAiineem :Read 3u1 or.e.:t http'.//www.nytimes.corn/2010/11/30/us/30stop.html?_ r=1&scp=1&sq=%2b%22city+cou... 11/30/2010 Z Q C7 a ; .....y N U) N 0~ (0Z ~ 111 U a .Z 1 C fir;; ~ Sm~7 r~ , ~ ?Oqt Q ♦ it ~ Il •.,Fn " W' "1 y5~^~ c rav A ~f 1 N ~ l6 A a 1 v.~r/ ' J 7`h C4 A ~ `GYM L7 ,1~~ a ~ # Y N G f 01 ` Yrs I lI ^'v„ C L ' / r~ h p, X~ n ¢ ~t G 8~.~~~~ -1! 7 ¢ z 1 ti 4/~~x: IrC~d r r Y ~ t r p ' . iL `+F f ~ ,yr - ,T r' J + o-r kaf ~ r da ,l~~r ^ ~4 ~ . A + `''n~r ~ ads ~ ; i ~ e w.c~k~~_ ' r ~r ~ doo ~ r« 71 4 ~ Y4A 1 1 f y ,,7 I r fA 1 „f? 14, S}f~Y~..i~12` •a,, 1 t.'''k 11 ll ~~I I i r r 1 J 4 r~ 4 l ~ ~ r Y ~ r)lr I w .5 I'M 71 4si ~-Y` a.r J ~ ~ J Ot . 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'9k~ iI 4i~.. w 1 y~-` ~ r 1 ~ I ! a ?''V f ~r 41 ~r4 ~ - ~ i Y `~4 ~`~~~z ~i, iii • ~ r \ ~ ~ ';1 ` F.~,+ 5 v..,~,-1'? Sri r•r r J IV I < 1' i r'twt ~~@ 41 ~ r ~ 0. {J. 'F~t ,F t N~ r `f ia' ~41~, ~4fRY.~ •.a ~ I ~ ' i ~ ~ ~ ;sx r, u a r~ ~ ~ I lp - "~,7a 5~*=""P-..... I o~~~.✓t~ ...~e3r^f 1' 'W'✓~~.1~~i'ety.,ro5:ac>~'li ICn~a.a•,. ~d37 ~x ..,d.!: ..J?~ t, ~ f' 1'}~}°~.-n."'ya. G°.}TO 1 1} -a71 '$4"r C 'Y k}.t~ , ~ti 4 T 4 r ~ i ~1 ~ iS ~J'•- C ' ~ t ~ r f i., 6 -`t ~ ~ i i ~ ter ~ ~ a~ ~..e .f., i t ~ y i~ t ~Zl r+t ~ 1 Ul~~J:~L ~ ~1" rr ti c JJ I • '5 ~7 s £ 4 i v r Ji 1 ri $Y ~ •:J'll~ ~71x~:`I:L ,I ~r'•y~~~1' 4~:dy 1~~~ ~ E Gty 'u + 4~~~ ~u i.Sj.r 1 _':D SUMMARY SHEET Traffic Study=Franklin Street Conducted for 7 Days in 2010 From Wednesday Nov 13th until Tuesday Nov 19th Complaint The volume and speed of large trucks travelling along Franklin Street by the cemetery is causing a safety concern and negatively affecting the quality of life for a resident in the area. Resident seeking a Heavy Vehicle Exclusion (HVE) for the portion of Franklin Street in question. Complainant John Shaw 17 Franklin Street Reading, Massachusetts Initial Actions Taken Discussed thoroughly at PTTF Meeting. Police department evaluated NRPD's recent approach to similar issues and found that HVE's are extremely difficult. to obtain. Traffic study conducted to assess eligibility for an HVE and speed problem. Also, a list of technical equipment violations identified for enforcement if needed. Upcoming Actions Similar complaints coming from a Haverhill Street resident. Similar traffic study to be conducted along Haverhill Street sometime in the future. Conclusion No HVE will.be pursued at this time because volumes do not warrant it. However,. study reveals that the 85th Percentile is at an unacceptable level, calling for additional speed enforcement. STATISTICAL FIGURES t 1 T^ 5 ~ it 1 ~ 4 hf 1 I 'L I 1 5 , hy`7; e9 X S` . 1 ~ ✓c r d 4 =1K r~~ I Speed Limit-30 miles per hour Average Speed-32 miles per hour Fastest Speed-1 vehicle went 60 miles per hour Total Volume-40,971 over 7 days Average Volume-5,853 vehicles per day Heavy Vehicles-Possibly 2.2% of the total volume, or 90lvehicles, but probably much less. Must weight 2 1/2 tons to be considered a heavy vehicle. Classes4 and above were categorized as heavy for the purposes of this study, but the only true way to know is to weight them individually. Speed Percentiles 15th Percentile : 29 MPH 50th Percentile : 33 MPH 85th Percentile 37 MPH 95th Percentile : 39 MPH Area Map Location of Study Highlighted in Red yitl4 A r ~ u L I !'R i {x tr 141 { {(lY MSS ~ ~ 1} C M ^X - a t_l. T ti t~ F t - ~ 1r ~ ~ ~ d ~ f ~ I rH i -k r M1 .1 (,1 ..'a ~Y14.3.di.Mea t ~ 3 tyj. h j~lr 5 TT~k 1 U c ".tti4'j s tl 41 i'~y~~,r~ r',P Set `.i~ 1[rj~ fi_ I. Y """kkkkkk ty~`}L `4 1-~ Jti Reading Police Dept. Support Services r 7 ; $ 11V SZJ1V.[MAR'Y SHEE'T' 'T'raffic Study-Brook Street Conducted for 7 Days in 2010 From Wednesday Nov 13th until Tuesday Nov. 19th Complaint High rates of speed by commuters and teenagers using both Brook Street and Ash Street as "cut through" shortcuts. Complainant Nancy Pothier 319 Ash Street Reading, Massachusetts Initial Actions Taken Discussed at PTTF Meeting. Safety Officer observed areas several times during various commuter hours and took measurements with radar, no speeding observed. Traffic study conducted along Brook Street to determine if lack of speeding was due to police presence.. Upcoming Actions Additional traffic study to be conducted along Ash Street by the Wakefield line to determine if there is a speed problem in that area. Attention will be given to the direction of travel to determine whether potential. speeders are coming into or leaving town. Conclusion Results of traffic study indicate highly acceptable level of adherence to speed limit along Brook Street. Information shared with complainant and second traffic study being coordinated. Reading Police Dept. Support Services STATISTICAL FIGURES Speed Limit-30 miles per hour Average Speed-23 miles per hour Fastest Speed-39 miles per hour* Total Volume-4,886 vehicles over 7 days Average Volume-698 vehicles per day Speed. Percentiles 15th Percentile : 18 MPH 50th Percentile : 25 MPH 85th Percentile : 29 MPH 95th Percentile : 31 MPH *Please note: Two instances were recorded of vehicles travelling 39 miles per hour. One at 6pm on 10/ 13 and one at 2pm on 10/ 14. There is a chance that these outliers may have been emergency vehicles responding to a call. Area Map Location of Study Highlighted in Red- r. y k ; t T 174 Oi~ 134 ~ t ~ ~ aF rti. F. ' i> + ~ rs' M Fjr - Eti r 1 ~1? r G y, _~s A q 1„ ^ x ra i 'n~ ` 1 n are I . T ~ V J h v ,n!01 4 u i _F r •d,~!RN` Reading Police Dept. . Support Services SUMMARY SHEET Lowering the Speed Limit Below 30 MPH All Posted Speed Limits Are Subject to State Approval ® If not posted, then the speed limit is 30 miles per hour ® This is true even in thickly settled areas such as Harrison St. Legal Basis=MGL 90-18 ® Approving Agencies-MassHighway 8v RMV ® Process Length-Estimated in-house as 1-year ® Steps in Process-10 ® Guiding Document-Procedures for Speed Zoning on State and Municipal Roadways 2009 Edition Overview of Process 1. Written Request Sent by Town to Mass Highway 2. Mass Highway Sends Back "Official" Guidance 3. Intense Data Collection by Municipality A. Standardized Study of Conditions B. Speed Calculation of Curves C. Speed Study Conducted by Hand with Radar D. Extensive Review and Analysis of Historical Accident Data . E. Trial Runs Over the Location 4. Proposed Regulation Drafted by Town 5. Data and Proposal Submitted and Reviewed by Mass Highway A. Determination of Safe Speed Range B. Selecting Speed Limits and Length of Zone (Usually no less than 1/2 mile) C. Advisory Speeds D. Rechecks with Trial Runs 6. Recommendation In-Favor or Against Proposal Issued by Mass Highway 7. Regulation Enacted by Town and Sent to MassHighway and RMV for Final Approval 8. Regulation Approved or. Denied 9. Signs Erected and Speed Becomes Enforceable 10. Date of Sign Erection Sent to MassHighway for Records 11. MassHighway Conducts a Field Review to Determine Conformance with Regulations zH ~ ri to ..,\L it •m N i :u C J c` u, . s r~ a, n` tJ L N N F , ? ~ ~ 4 + ~ e c ::N ~ ~ ft1: ~ ~ cn~= w ti = ~ rs-'rim c a-~'>~_Q •k'v ry ° LL: GkJ. of a~:-~ ~ tr,. C -'[7 C N:.y Y,. c_ C ~'S' z S W Ci C Y CL N Lt_ CL ~j d. 1 S N CL rz _q M, U) LL LL. LL- h I I.: 1-4 I i - It a ~ it T nl Q,t Y i' ~ o = 11 ~ t 11. I M Y N p` [::S to -0 h. i 1 r ,-F..-,~ J c,. m to rl TO: File Cc: PlT'F From: Peter I. Hechenbleikner, Town Manager Date: Tuesday, November 30, 2010 Re: Main and Hopkins Street and other MHD issues On 10-4=10, Town Engineer George Zambouras, Police Chief James Cormier, and I met at our request with District 4 Engineer Patricia Leavenworth and several other folks from MHD. The primary purpose of the meeting was to determine how we can move the Hopkins and Main Street signal forward as a priority. Hopkins and Main This location meets the warrant for a signal. This location was initially not considered byt the State to be a high hazard location, but a more recent review has indicated that it is a high hazard location. The Town Manager explained some of the economic development activity occurring in the area, including Sam's Bistro and Calereso's. MHD also noted that there is a residential project proposed in Wakefield (off Summit Drive with sole access to Hopkins Street); the MWRA construction project; and redevelopment/reuse of the current Calereso's site. Additionally the Town Manager noted that the Pearson site is becoming active. The cost of a project is $225,000, assuming that there is adequate ROW. ROW may be needed for HC sidewalks - probably not for the signals themselves. Design costs.would be in the $25,000 to $50,000 area. If design could be done, then we would be in a position to quickly take advantage of funding availability of projects falling off the TIP, etc. Potential sources of funding for design and/or construction could be developer's contributions.. Since CPDC did not require Calereso's to contribute, the most likely source of funding would be Pearson. Pearson will require some level of MEPA approval, which might give an opportunity to get them to pay for the signal. The Town and MHD will keep in touch as the Pearson project moves forward. The Board of Selectmen has approved turn restrictions at Hopkins and Main Street which should be considered as a temporary measure pending the installation of a signal. Pedestrian crossing at this location is impossible without the assistance of a signalized intersection Main Street Resurfacing During discussion on Hopkins and Main, MHD representatives mentioned that they are_. beginning design work on resurfacing of Main Street. If the signal project came in at a low enough cost, it might be able to be added to the resurfacing project. There is no identified funding for resurfacing of Main Street, and they need to keep in mind the MWRA water line project (which will go northward as far as Hopkins Street). a tpano 1 P Birch Meadow Drive No Turn on Red (NTOR) . The Town asked about the possibility of getting an additional illuminated NTOR installation done on Birch Meadow Drive at. Main Street. The installation SB on Main at Birch Meadow Drive works great. This was MHD's first installation of this type. Traffic Engineer Mike Karas will look into it. Pedestrian Crossing - Ipswich River Greenway MHD asked about this issue which was raised in a letter from the Town. They would not be amenable to installation of a full signal, but advised the Town of pedestrian crossing warning installations that have been used in other trail locations. They will send information on these. This would be the first installation in District 4 on a 4 lane roadway, but they felt that a mid-block crosswalk with this kind of warning would work well. Cost is $40,000 to $6.5,000. They do not have money for this kind of an installation, but if the Town could come up with the funding, MHD would approve the mid-block crosswalk warning system Franklin and Main Street The District office was not aware of the CTPS study and report, and George Zambouras has sent them a copy.. The Town will want the full construction if funding from the Federal high hazard intersection program is available. There will be the need for ROW acquisition, although keeping sidewalks to one side of the street may eliminate that need. The continuous sidewalks are on the north side of, Franklin Street, so that should be adequate. Meanwhile if tweaking the timing will help, MHD will get this on the work list. 193 repairs in Medford The District Engineer discussed a project on 193 in,Medford. There are several deck replacements that need to be done. MHD is going to do this as a design/build project of pre-cast panels, and plans are to do the work from Friday evenings to Monday mornings during the summer. Restrictions would be down to 2 lanes in each direction. They will do lots of notice, and MHD wanted to let Reading know of this proposed work and to solicit assistance in getting information out to this community in cooperation with MHD. The Town Manager commended them on the project and process and pledged assistance through RCTV, web site, etc. 2~ .r 4 IM- 4 { t q =1 r c + L Q_ I f A _ 1 J7 4 k t , y Am p., f _ t a +v ~ 4 f f a ? r ' ~v~ ~ {tilt Yk~ ~k ' ~r n ~ ~t~r NON J ~ u, F t { fir'. t j , t~Ci~ I t '-~~E'~~4'"a~~iYi• N ~ ~d tr~~ I '"7y~;-,_ rr~ r-i's,~c 5'' I r rI;' ,ro s tti o. ~ , r a, 4j MA1N 5TR 1 ~ n' u t Oil 1 N ~ 4 y~ r ^4~-r ~s r lkk `~y L F de r ,wry k~ S M.' d A; pK f r '1 r t.V.fn' 1F t r -t,..L„a~rr oFR'Town of Reading 16 Lowell Street , . ~ ti~ 81dv ~ e ~~a Iwo Reading, MA 01867-2683 639INCORQ~4P Fax: (781) 942-5441 Public Works- Engineering Division Website: www.ci.reading.ma.us (781) 942-9082 November 23, 2010 Board of Selectman Town of Reading 16 Lowell Street Reading, MA 01867 Dear Mr. James E. Bonazoli, Chairman Re: Franklin & Main - High Hazard. Intersection Following our recent meeting with District Highway Director Patricia Leavenworth and several MassDOT staff members, the Town was advised that the current intersection signal timings do not reflect the design timings of the intersection. As a result of the incorrect timings the recent intersection study performed by CTPS yields improper recommendations. MassDOT traffic division will be performing a new study of the intersection and determine a revised improvement plan for the intersection. A copy of previous 3 years of accident data has been furnished to MassDOT and it is anticipated that the study will occur during the next few months. Additional information will be forwarded to the Board as received. Sincerely, George J. Zambouras, P.E. Town Engineer 2~ Hechenbleikner, Peter From: Frederick Van Magness [vanmagness@verizon.net] Sent: Monday, November 29, 2010 11:29 PM To: Hechenbleikner, Peter Subject: Selectmen Meeting Nov. 30th Hi Peter, Hope you and the family had a great Thanksgiving holiday. I read the packet for the BOS meeting on Tuesday and noted the comments about the Main and Franklin St. signal project. I must admit I was curious about why the situation still seems to be unresolved and your notes now explain things. However, ANYTHING that can be done to improve the signal timing would be appreciated as we await Mass Highway to get more involved. Something/someone did change the signal timing early this year that made things worse and it was before all the studies. The southbound RT28 signal is way too long, then it is followed by the northbound signals. However, the timing for exit from Franklin St. was shortened. There are still many backups at the Franklin side of the signals at key times. It took me three signal changes to get off Franklin the other day and it is not uncommon. I do not know why ewe could not go back to the older timing sequence, but if the decision is to tweak things, I think the 6 months since this was discussed is sufficient time for Mass Highway to get out here and make the changes. Anything you or the BOS can do to get them here to tweak things while the bigger project is contemplated, would be appreciated. I must admit that I'have mixed reservations about the build plans, but if this is what the experts think we need, so be it. Thanks in advance, Fred Van Magness 030 Reading Police Dept. Support Services Reading Quick Stop-Overview of Parking Complaint Photos Taken 23 November 2010 at 7:20 a.m. Complaint The popularity of Grumpy Doyle's - has had a negative impact on parking availability. The problem has been especially bad for businesses directly across the ~ street. Complainant seeks 30- I Iz7 minute restrictions on select spots t,. and claims the owners of Quiznos and Reading Cleaners desire the same. Police are yet to hear from other business owners. Complainant Dan Dewar, Owne'r i Reading Quick Stop 519 Main Street Reading, Massachusetts (781) 944-2440 "Direct Access" Parking ' For northbound drivers there are 2 , spots located directly in front of the Reading Quick Stop Store (519 ~ Main Street) and two additional l;l ; r spots in front of Reading Cleaners .n (525 Main street). For southbound r w drivers, there are 2 spots located a , 1 E r, '1 directly across the street from - r ti } Reading Quick Stop. 5 additional spots are located directly in front of Grumpy Doyle's (530 Main Street). All on-street parking is subject to }F' the 2-hour restriction during weekdays. Also, please note, there are also 6 striped, off-street parking spots located on ro ert controlled b v .S ' _r`AAr V~ ~ Y k s Y Y 1 1 the Reading Quick Stop. Access to the lot is possible regardless of one's direction of travel. Additional striping in this lot could create ;i room for.2 to four additional 1 1 vehicles. ~1 JO c i' 30 i Possible Solutions hLn Option A-Take no action and BIM, " continue to monitor the area to see nc whether alleged parking problem f continues over the next 6 months. Option B-Business owners can post a conspicuous sign to direct their customers to off-street parking. - Option C-The Town can restrict parking to 30-minutes in selected bl. spots (see proposed amendment). l Reading police Dept. Support Services GIS View of Current and Proposed Parking Area of 519 Main Street by Reading Quick Stop It'vvo t e s r v ° To n:l .i.'i.72 t 1 1 Locations Where Additional Striping' May be Helpful TOWN OF READING Voted: The Traffic Rules and Regulations adopted by the Board of Selectmen on March 28, 1995, for the Town of Reading, are hereby amended by adding a new Section to Article 5, which governs Stopping, Standing and Parking. The new section, Section 4.1.c, creates a new thirty-minute parking restriction as follows: "5.4.1.c The two parking spots located along the sidewalk adjacent to 505 and 519 Main Street shall be restricted as follows: 30 Minute Parking from 9:00 AM until 9:00 PM, Monday through Saturday. Each spot subject to said restriction shall have its own permanent sign and post installed on the curb at the head of each said spot." Street Location Regulation The two parking spots located 30-Minutes, 9AM to Main Street along the sidewalk adjacent to 9PM, Mon through 505 and 519 Main Street Sat. DATE OF PASSAGE SELECTMEN'S SIGNATURES TOWN CLERK OF READING TOWN CORPORATE SEAL 33 Reading Police Dept. Support Services Newly Paved Harrison Street h if n r S i t r ~ lx 1 ~ ~r' z lr;. 1 V A Y{ ~i 1, y t r ;r n Conditions--Freshly-paved, unpainted shortcut around downtown Neighborhood-Residential on the eastern side, public park on the western side Speed Limit-30 miles per hour Complaint-The freshly-paved road has worsened an ongoing speed problem in the area. Complainants-Selectman Goldy stated that a number of residents along Harrison Street have asked about lowering the speed limit down to 25 miles per hour. Actions Taken-Speed trailer placed halfway down the street; process for lowering the speed limit identified and'summarized (see attached); listed on Police Department's latest Directed Patrol Worksheet for targeted enforcement. 9 g'4' akw' .p rb ~~Xc dll"~ ~r ~ ~ 2 ~ ~~~r 'iti~~o _ „y ;~Y~~~ ~m'~;>•~, , e r Zc1 ! +~OO~ Win. RA .I y .1K Y .T .1 /f ~ t J 4 ' r•. a rlESf, - h t t ~ ~ r , ti' Q ~ ~ I `~c~t ,fir ! ,r- r'~ ~ ti ` ~ L i 1 CAEN ivy of x ~ ~ ' L ~ ,~+T:" . any- ~ i r~(r _ ~-.'~st I r ~ C I t ~ ~ rt'•! ' S Aug" An. I J s' c L "FV tun) :JQ a~~ ,J, ~1. ~ i-+ ~ , mil- y ~ ~ w'. TZ :L.~y ~F 0 a. Ql ~ E ~ u i w i ' Lis, - t#54",r' n r r r >•r~;. lip dY.. , T2 Cross Alert Systems specializes in technological safety solutions. Our patent pending, motion activated early warning system for recreational path/public road intersections provides an active warning to vehicles that a path user is at or near an intersection. This system provides enhanced visibility at mid-block intersections where the line of sight is poor for vehicles to see oncoming path users. a; x rF ,n Is solar powers rl Once activated, lights rf itn battery backup` can run for a configured duration of time Motion detector ; j maximum detection y t range of 100 feet Yellow caution sign,Lights are triggered and amber flashing by path activity via ' light activated for a motion sensor vehicles _ it N It r r N. ~e ,f1 R. Stop sign and red FLASH INC c s;i I)~(flashing light activated System on the opposite side of ' for path users the road activated by radio signal when motion is detected System Specifications 10 foot tapered aluminum sign pole 18 inch stop sign 30 inch informational sign Red and yellow 8" or 12 sealed LED lights Radio frequency of 900 Mhz, FCC,approved spread spectrum 500' Radio transmission distance 30 watt solar panel 12 Vdc battery backup Integrated trail counter Trail counts are downloadable via RF to a`PC Continuous lights blinking, battery only = 32 hours Infrared narrow or wide beam weather-proof detector Smart timer shuts system down at night F, ❑ Adjustable flashing light timer ` ❑ System meets or exceeds all state and federal DOT siandaids , ❑ One year full warranty on workmanship and components I * Cross Alert Systems uses ISO 9001:2000 and SO 9002 ceihfled mane CcUeN __7 771 BENEFITS VEHICLES ARE FOREWARNED THAT PATH USERS ARE AT OR NEAR THE INTERSECTION SIGN ONLY FLASHES WHEN PATH USERS APPROACH THE INTER- SECTION (ACTIVE WARNING) REINFORCES EXISTING RIGHT OF WAY RULES SYSTEM DOES NOT NEED TO BE TIED INTO THE ELECTRIC GRID i PATH USERS DO NOT HAVE TO LEAVE PATH TO TRIGGER SYSTEM (PASSIVE DETECTION) i SYSTEM EMPHASIZES NEED FOR PATH USER TO STOP INTEGRATED TRAIL COUNTER System Cost 2-pole intersection, delivered, $16000* * price as of 71112005, subject to change Installation notes Typical installation cost of approximately $1200/pole, for labor and material for foundation Follow State DOT guidelines for installation requirements Cross Alert offers an optional maintenance program Cross Alert Systems, Inc. 3970 Post Road Second Floor Warwick, RI 02886 1.866.CROSSALERT (1.866.276-7725) info@crossalert.com www.crossalert.com +i m 0 O R da..® l' h} 1 t~ ~ Rai ~ 1, r I ~ ti ~.5 ~ C. `t,kvarj;7f, . y r a' rah ;lye s i ~i R. U pis ^I 61' .f yy K~+ t 'ht 4 t TA. f p - r Y~ 5 f F~ - t ! f 2{Yq~ r,dg~~ L r -4N ~J7~. _ r~. , ~ '~.~t:~ t l 1 %_ti:"~,~'Fi`.•"~1~y4,~7l~vr~,su. , ~:S:t„1~~ r_ _ vivo s. r tt. u rti ! ~tl~'i" t"~'~ 41r~ ~If1~ Y [ 4 , via' I ~r ! ~ II fC,L' d 9[ + e t q r r. a i' l i.~!g,iF~•. 'S`pa ,i iF 1 kJi+y~; c p 5 7i a t)d I 4-3 M two 344 Q, rs~~' { L J r ,r x rn. s y~ ~ F~ low, F 0, Y ~yry J yv i1 a Svc, .{1~~, ~9~k'l+ I ~ I ~t iJ~ ~~f fIS ~ y ~'LF ~ ~~L~4Y" P"~i I b y N l' u }L µ e a n~tth qJ _:;d >a Y § Y4. ~4` p.~~ ~ ' ~ ~ 7 i ~`~W y~,( pXV1 M4~~`y~µ ~L~r 4 F} i Lh'3c".P. ~,'m -.,Yav k..r - 4!G " n5 ;•,7rM 4~i,Sk EEO 3 oFR qTown of Reading m 16 Lowell Street Reading, MA 01867-2683 163 rx o Fax: (781) 942-5441 Public Works Engineering Division Website: www.ci.readi.1 g.ma.us (781) 942-9082 November 23, 2010 Board of Selectman Town of Reading 16 Lowell Street Reading, MA 01867 Dear Mr. James E. Bonazoli, Chairman Re: Strout Avenue Upon review of Town records it appears that Strout Avenue was not accepted as a public way. When the property was acquired the description did reference for right of way purposes however no acceptance vote by Town meeting has been found. if the board would like to impose parking restrictions on Grove Street at the intersection of Strout Avenue 1 recommend that a public hearing be held to regulate parking on Grove Street in the vicinity of Strout Avenue. Sincerely, George J. Zambouras, P.E. Town Engineer e Town of leading 16 Lowell Street Reading, MA 01867-2683 Fax: (781) 942-5441 Public Works - Engineering Division Website: www.ci.reading.ma.us (781) 942-9082 November 23, 2010 Board of Selectman Town of Reading 16 Lowell Street Reading, MA 01867 Dear Mr. James E. Bonazoli, Chairman Re: Safe Routes to Schools The Town has recently received 25\75% design plans for the proposed sidewalk improvements at the following locations: ® Woburn and Temple Street Intersection - Handicap ramps and signage ® Washington Street - Sidewalk and granite curbing on,the Westerly side from Washington Street to Prescott Street with accompanying handicap ramps ® Sunnyside Avenue - Sidewalk and granite curbing on the easterly side from Prescott Street to Fairview Avenue with accompanying handicap ramps Plans were distributed to the Town and MassDOT for review and comment. Following review of comments MassDOT will schedule a public hearing for the proposed improvements. The project requires several temporary construction easements and one permanent easement at the southeasterly corner of Washington and Woburn Street. Obtaining the easements is the responsibility of the Town. It is anticipated that the project will be out to bid during the summer\fall of next year. 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J 'ttl• r, NO r~ t I ~ t l r CL f j C <,t vow ..F i k t S ,C~1 , t L y 1 F OWN ~ h Li sit Reading Police Dept. Support Services Possible Traffic Flow & Signalization Improvements Around the Intersection of Woburn Street & Lowell Street 'i Photo 1: Too Far Back »reX ~wCSey q+. 'H Photo 2: Too Far Forward C~ w.4 l r Photo 3: Just Right QQv4'' 4 ~ n a , i ti ~ ~ ~Wi~k~ Photo 4: Solution Landscape Issue Overview Changes made to the intersection of Woburn Street and Lowell Street as part of the Streetscape Project have created a minor problem with traffic flow in this area. On various occasions throughout the day, a motorist heading east along Woburn Street will stop before Lowell Street, where there used to be a signal. When there are no cars in front of this point the sensitized signal at Main Street cannot be activated for Woburn Street traffic. Photo 1 illustrates an instance of this happening. However; in the photo other vehicles had actually pulled forward and would soon activate the sensors to break the timing loop. As a result, motorists must wait for the traditional timing loop, which takes a bit longer and traffic is prohibited from entering the right- turn lane. The more frequent problem in this area is when the traffic along Woburn Street forms a continuous line during a red light, preventing drivers on Lowell Street from taking a left or travelling straight across. This problem is shown in Photo 2. Photo 3 illustrates the ideal position for vehicles . during a red light. As you can see, the two vehicles forward of Lowell Street do not actually block it and are far enough forward to activate the sensors. The vehicle at Lowell Street does not block the intersection either, so Lowell Street traffic is free to flow to the left (in theory), right and straight ahead. Yet, if a single driver from Lowell Street were to take a left during the red light in order to ensure passage through the following green light, then the same problems would arise. Waiting for the light would present a similar problem because then all vehicles behind the lead left-turning vehicle would be delayed until the lead vehicle proceeded. Photo 4 is a snapshot of the intersection, or solution landscape, as driver travelling eastbound along Woburn Street would see it. At the present time, this issue appears to be a minor problem causing very slight delays. Given current patterns, this issue does not seem to have a major impact on the safety of the area, but may certainly result in some frustration amongst motorists. Having said that, the PTTF acknowledges that traffic flow could potentially be improved through a combination of thoughtfully placed signs and markings. Reading Police Dept. Support Services TEMPLE Area Map to Evaluate Parking Conditions til I i'c Y' ` t~ rl 1 V - , ~ 1y vt f141IJ'~~ ~ 1; ire t~~• A,CC "'c ~ y. I ~ rK• ( tY ~r J~ 4 r , t r v ~ ~~4'!`t ~ L~i L~~ i~ f~'}.ti{ ' f 1 l K A'1 Y 1 .r. 7J h~ % I ~ 1 J r' E ~ C k ~ ~ - ~ i i t 1 Yr .1 ~lr ~ ~J_,r -y,Y I .1'~~`, ~ - Y r ti y Y' ° iY t- Lr 1 } P }t t~ jF k,~i~~~ fr r' t G r < •1Wy RL rr + C ~ ~_i1 ~ l" ~ ~ ~~r~~' F s ~ . ('VY r J t~~~.rr° ~ r , ~ \..it 'k_ r \ .`r i ~ ~ 1~ ' l~~r.~ y r-' ~~Y, f~~:` A q{~` , o "1 . lie i~ ~<r r ,,r ~ l ~ t Y, r ~4"(,I - ~ {~~-0a, ~~s ~Y~a 3yinY G r _ f x ~ r ~ ~ f ~ ~ e ~ ! / 1 . _ 9` t ,'_1. r xti~ f J ~n4r~" ~ 'i 2~, y e ,,~i ~ v ,i✓'` ~'r o. w l v \ ? ~ _ ~'i t~ ,tit i=3'n i r ~ r'~~ .r e. '4". y ~rrt t~ rrtr° ~l ~y~pru h nY*~? w ~f a \Z ~ ~ 7 ~ .Fi1 •(t ~ ~ ~j ry ~ i_: E~ i~rr Y -4 tn1 f. < , ~ % Y e Existing signage prevents parking in all areas highlighted in red 9 Yet,. the only regulations on the book are for the area by the school driveway ® Nothing listed in the Traffic Rules & Regs. and no records at PD or Town Hall ® Existing signage is reasonable ® Suggest the Board passes a regulation to approve existing signage ® Proposed regulation attached TOWN OF READING Voted: The Traffic Rules and Regulations adopted by the Board of Selectmen on March 28, 1995, for the Town of Reading, are hereby amended by adding a new listing to Appendix A-1, referenced by Section 5.3, which prohibits Stopping, Standing and Parking on Certain Streets. The new listing will restrict Stopping, Standing and Parking as Follows: "5.3 Parking, standing or stopping shall be prohibited along the entire length of the even-numbered side of Temple Street. Additionally, parking, standing or stopping shall be prohibited along for the first fifty feet of the odd-numbered side of Temple Street." ("11____L T nn~trnYf Regulation 1J 1.1 V V V The entire even-numbered side No Parking, Stopping Temple Street, of Temple Street or Standing The first fifty feet of the odd- No, Parking, Stopping Temple Street numbered side of Temple Street or Standing DATE OF PASSAGE SELECTMEN'S SIGNATURES TOWN CLERK OF READING TOWN CORPORATE SEAL L4 Leasable Spots At the Reading Senior Center l f "f ✓ ` F i ' I I L'\\\ rir F IJ y gw, # d~W fir. in's Total Spots Available for Lease 14 Total Spots That Have Been Leased 2 Total Reaming Spots Available for Lease 12 Leasable Spots inventory # 1-Open #8-Leased to Goodhearts #2-Open #9-Open #3-Open #10-Open #4-Open #11-Open #5-Open #12-Open #6-Open #13- Leased to Danvers Bank #7-Open #14-Open ® Danvers Bank paid for 12 months. Total of $360.00 . Goodhearts paid for 9 months. Total of $270.00 ® Thus, Leasing Revenues are $630.00 ® Spots are leased for $30.00 a month 9 Payable at the beginning of the year r`r RFAd }.ni+'~ qty dC~ '~5,9• INCDKpu4'~ Jamey W Cwmier Chief of Police READiNGPomm DEPARTMENT OFFICE OF THE CAF 15 Union Street, Reading, Plassaclutsetts 01867 Emergency Only: 911 All Other Calls: 781-944-1.212 Fax:' 781-944-2893 E-Alail: JCormier@ci.reading.ma.us MEMORANDUM To: Reading Dept. Heads, Town Manger From: Chief James W. Cormier RE: MA Highway construction project Date: 11-24 -2010 On Tuesday November 16, 2010 I attended an informational meeting at the State House that was coordinated by MA Highway. The meeting was a roll out meeting for an upcoming bridge replacement project on Route 93 in Medford. MA Highway will be replacing 14 bridges on Route 93 North and Southbound in 12 weekends during the spring/summer 2011. The bridges are located on Rt. 93 between Stoneham and . Somerville, and all fall within the city limits of Medford. The project is slated to begin in the late winter, early spring of 2011". The plan is to close one side of Rt. 93 beginning on Friday night (probably around 9pm) and re-open that side by 5am Monday morning.. The traffic on the side of Rt. 93 that is closed will be diverted to 2 lanes on the opposite side of the highway, where there will be 2 lanes open in each direction. The diversion will be done with zipper lane barriers that will be put in place on Friday night and removed by Monday morning. The potential impact on Reading and other communities on the Rt.93 corridor is that we may see an increase in traffic being diverted off the highway. MA highway intends for the 2 lanes in each direction to be open all weekend, and they feel that if they can divert 30% of the current weekend traffic onto other routes the system should work effectively. MA Highway is going to be rolling out a public information campaign in the very near future. They will be using a media campaign as well as making visits to local elected officials and appropriate Departments, and using electronic messaging devices. The intent to the North is to be alerting users of the highway to make use of Routes 495, 128, 28, 1 etc. as alternate routes. MA Highway has already begun working with local public safety officials in Medford and the immediate area as well as the State Police. The State Engineer, Neil Boudreau, has developed alternate route options as well as identifying potential troubled 0 intersections that may require extra attention. They intend to now begin to work out to the further outlaying areas and meet with officials in those communities. I have offered to organize a meeting for regional public safety officials in the near future for our area. This meeting was an overview and MA Highway made it very clear they are willing to work with communities to get the information out to the public well in advance. More specific details for public safety and public works departments are expected soon. Chief James W. Cormier (q ) COMMONWEALTH OF MASSACHUSETTS MASSACHUSETTS HIGHWAY DEPARTMENT PROCEDURES FOR SPEED ZONING ON STATE AND MUNICIPAL ROADWAYS 2005 q~ John Cogliano John Blundo Commissioner Chief Engineer ~/b TABLE OF CONTENTS Introduction - Speed Zoning on Massachusetts Highways. 1 Massachusetts Speed Law .....................2 Engineering Studies and Speed Zoning ..............................4 A. Collection of Data .5 I. Preliminary Study of.Conditions .6 II. Speed Calculations on Curves........... . 8, III. Speed.Observations 10 IV. Studies of 'Accident Distribution 17 V. Trial Runs Over the Location 17 B. Analysis of Data 19. I. Safe Speed Range.. . 19 II. Selecting Speed Limits and Lengths of Each Zone 20 I-II. Advisory Speeds 21 IV. Rechecks with Trial Runs.... 22 Special Speed Regulations 24 Speed Limit Signs 27 Follow Up Studies 27 Effect of Speed Zones 29 Conclusion... 30 APPENDIX M.G.L. Chapter 90, Section 17 .....Al M.G.L. Chapter 90, Section 18 ....................................A2 Blank, Data Sheets 6 List of Figures Figure 1 - Speed Control Summary Sheet (State) ....................7 Figure 2 - Ball Bank Indicator...... ........9 Figure 3 - Speed Distribution Sheet ..............................13 Figure 4 - Trial Run Sheet ........................................18 Figure 5 - Warning Sign with Advisory Speed Plate ................23 Figures 6a & 6b - Speed Control Flow Charts ..................25, 26 Figure 7 - Standard Speed Limit Sign ..............................28 6 2-1 1. SPEED ZONING ON MASSACHUSETTS HIGHWAYS Speed regulation is, and always has been,'a subject of both interest and controversy to almost everyone. Whether we drive or not, most of us are directly affected by the speed of motor vehicles. There has always been a small segment of motorists who drive in a careless and reckless manner. This leads to demands from all sides that definite rules must be laid down regarding the operation of the motor vehicle and that a special effort be made to control those motorists who do not conform with the vast majority when governing their vehicular speeds. It should be understood that it has been the consistent objective of the Massachusetts Highway Department (MassHighway) over the years to provide means to promote safe and efficient traffic flow in the Commonwealth. The goal of our Speed Limit Traffic Control Program has always been to.provide appropriate and enforceable speed limits on all paved streets ad highways within the commonwealth in the best interest of the motoring public's right to use a roadway in a reasonable and proper manner. Speed limits shall be established only after an engineering and traffic investigation has been conducted in compliance with established traffic engineering practices. The ideal speed limit is both acceptable to the prudent driver and enforceable by our police departments. Gravel and unpaved roadways are not typically speed zoned due to the fact that it is impossible to establish a S3 2. consistent road surface and the conditions on such roads tend to change over a relatively short period of time. MASSACHUSETTS SPEED LAW Speed laws in Massachusetts are based on Chapter 90, 'Sections 17 and 18 of the Massachusetts General Laws. (Appendix 1) Chapter 90, Section 17 governs the speed of motor vehicles on unposted roadways. The speed limits on roadways that fall into this category are often referred to as "prima facie" speed limits. The present prima facie speed limits according to Chapter 90, section 17 are condensed below: ....it shall be prima facie evidence of a rate of speed greater than is reasonable and proper if a motor vehicle is operated in excess of: 1. 50 miles per hour on a divided highway outside of a thickly settled or business district fora distance of 1/4 of a mile. 2. 40 miles per hour on an undivided highway outside of a thickly settled or business district for a distance of 1/4 of a mile. 3. 30 miles per hour in a thickly settled or business district for a distance of 1/8 of a mile. 4. 20 miles per hour in a legally established school zone. 3. Note the distance requirements associated with the enforcement of Chapter 90, Section 17. Instantaneous radar or laser readings are not adequate. The motor vehicle must be shown to have been in excess of these speed limits for the entire distance associated with each respective speed limit. Also, prima facie speed limits cannot be posted, with the exceptions of a legally established school zone. The definition of a "thickly settled or business district" is as follows: "The territory contiguous to any way which is built up with structures devoted to business, or the territory contiguous to any way where dwelling houses are situated at such distances as will average less than two hundred feet between them for a distance of a quarter of a mile or over." Chapter 90, Section 18 authorizes the posting of numerical speed limits on all roadways in Massachusetts.. The foundation for the actual posting of-a speed limit is a thorough traffic engineering study. After.a study has been completed, a special speed Regulation is drafted and approved by the governing authority of the roadway, the Registry of Motor Vehicles and MassHighwa_y. All posted regulatory speed limit signs must adhere to this approval process. If a speed limit is posted without this procedure, it is in violation of Chapter 90, Section 18, and is therefore considered illegal and unenforceable. 0 4. Chapter 90, Section 17 dictates the basic speed law, which is "No person operating a motor vehicle shall run it at a rate of speed greater than is reasonable and proper,'having regard to traffic and the use of the way and the safety of the public." Note "reasonable and proper", for this is the fundamental speed law. No form of regulation,.control, or restriction can supersede it. No matter what speed is posted, "reasonable and proper" is always the fundamental rule. On a highway posted 55 miles per hour, reasonable and proper may mean five miles per hour depending on conditions. ENGINEERING STUDIES AND SPEED ZONING A prerequisite to establishing speed regulations and posting speed limits is a comprehensive engineering study at each location where speed control is contemplated. The purpose of the study is to establish a speed limit that is safe, reasonable and self- enforcing. The most important step is measuring the prevailing speeds of motorists on a particular section of a roadway under ideal conditions. The speed at or below which 85 percent of the motorists travel is the principle value used for establishing speed controls. This is commonly referred to as the 85th percentile speed. This method is based on numerous studies which indicate that the majority of motorists are prudent and capable of 5 selecting safe speeds. The 85th percentile speed is the national standard for establishing safe speed limits. In Massachusetts, numerical limits are based on ideal conditions. More specifically, the posted speed limits represent the maximum safe speed under ideal driving conditions. It is the responsibility of each motorist to reduce his\her speed for unfavorable weather conditions, for poor'visibility, for heavy traffic volume, for substandard vehicle conditions, and for his\her own driving deficiencies. Posted speed.limits also serve as an invaluable'guide to enforcement officers as to what is a reasonable maximum speed for ideal conditions. The determination of the proper speed to post on any roadway depends on the results obtained in the engineering study, which for the purpose of this manual can be separated into A) the collection of data, and B) the analysis of the data. COLLECTION OF DATA Investigations for this purpose should include: I. Preliminary Study of Conditions II. Speed Calculations of Curves III. Speed Observations IV. Studies of Accident Distribution V. Trial Runs over the Location s~ 6. The municipality requesting the establishment of a speed limit on a particular city\town way is responsible for submitting to their respective. MassHighway District Office all of the necessary information listed above, with the exception of II, since most municipalities do not possess the proper equipment to accomplish this. MassHighway is responsible for collecting the above data on all State Highway and numbered routes (non-state highway). I. Preliminary Study of Conditions Upon receipt of the necessary data from the municipality, a Speed Control Summary sheet should be prepared by MassHighway District Speed zoning personnel.for the roadway under consideration (see figure 1), showing all data on horizontal curve's, hills, volumes is available, accident distributions, speeds by 85th percentile and by trial runs, and recommended speed zones. It is also desirable to include notes regarding other conditions contiguous to the area of interest such as intersecting streets/driveways, bridges, playgrounds, etc. or any other landmark that may help to provide an accurate description of the area. All observations, tabulations or calculations are to be made separately for each of the two directions of the traffic and should be recorded on the Summary 9-09 q q M? w n w C m ; w OM x W% ~ M 7. , I ~l I . K I ~ 0 N 4 °c Nt tn r r, Sl . M g ^1 ~yf ha f ~ C 'M? ~ rIR5l D ~ 4 D a d~ ~ N I s $ a0 s f0 m 1~C W m M tQ 2 3 w J h't z u d ~ .r 1~ ID ~G q0 ~ W b Cf h W K w 0. Fig. 1 j I I~ I I I MM~~ I "WI I Y Y+ RI W I 31 i C n 0 n K I m I .NY O w w 0 8. sheet. All zones are to be computed to the nearest tenth of a mile. With a few exceptions, zones ideally should be at least 0.5 miles in length. However, exceptions to this guide do exist. For example, on an approach to a section of roadway where it is determined that it is necessary to reduce the speed limit due to an adverse or dangerous situation, a minimum zone length of 0.5 miles is not needed to adequately advise motorists of the proper operating speed through such a condition.. II. Speed Calculations on Curves The Ball Bank Indicator is the simplest and most widely used device to measure safe, comfortable speeds on horizontal curves (see figure 2). The Ball Bank Indicator is a curved level that measures the combined effect of the body roll angle,'the centrifugal force, and the superelevation angle as a vehicle negotiates a horizontal curve at various speeds. A ball bank indicator reading of ten degrees is the usual value used to establish the safe speed. This is a national standard. 0 9. Ball Bank Indicator' t x. L F. 3 L,~ i y PI ~ rim: i. Fig. 2 0 10. To obtain the driver's respect of the posted speed (regulatory or advisory). The following maximum ball bank angles are recommended: Speed Ball.Bank Reading 20 mph 14 degrees 25 mph 12 30 mph 12 35 mph and up 10. It is desirable to have these speeds as close to 85th percentile values as possible. However, with the increased performance of late model passenger cars(i.e. ABS brakes, improved power steering,'better traction on tires, etc.), this is often not the case. With this in mind, it is the policy of MassHighway that we should assume the safest scenario and, therefore, the guide shown above shall always be used so that consistency is maintained throughout the Commonwealth. Trial runs should be made with the ball bank indicator on all horizontal curves having a safe operating speed of 60 mph or less, in accordance with the procedure outlined in Section V. III. Speed'observati.ons Spot speed.checks are of prime importance since they represent the opinion of the drivers using the roadway as to what the safe speed.is at a given location. This is the basic data On, which all speed zones are based. The location of the speed check stations is singularly .important because it determines whether or nota complete picture 0 11. of the speeds in the area is being obtained. It would be ideal to have speed checks at an infinite number of locations so that the 85th percentile speed could be computed at all points. Since this is not practical, the speed check stations must be strategically located to show all the important changes to municipalities, speed check stations should generally be located at intervals not to exceed 0.25 miles, depending upon the locality and the uniformity of physical and traffic conditions. Much.closer spacing than this may be necessary to obtain an accurate picture of the speed pattern. In rural areas, the spacing of speed check stations may be at much greater intervals provided they properly reflect the general speed pattern. There should be at least one observation for each directions of travel in each zone of a different numerical limit. Trial runs (see Section V) through the area may be of help in locating the appropriate speed check stations. After the locations of the speed check stations have been determined and the speed checks made, the 85th percentile speeds should be calculated immediately in the field. By.doing so, it is possible to get an idea of what the speed pattern will look like and to determine if more speed check stations or an unusually high or low 85th percentile speed at a particular point, additional speed checks should be made, and possibly additional speed check stations added, to clarify the speed picture. ~3 12, Speed checks should be made on average weekdays at,off-peak hours and under ideal weather conditions. The speeds of 100 or more vehicles in each direction should be checked at each station. On highways carrying low traffic volumes, the checks at any one station may be discontinued after two hours although a minimum of 100 vehicles have not been timed. Vehicles should be checked as quickly as possible, but it is not necessary to check the speed of every vehicle. The vehicles checked, insofar as.possible, should be the ones in which the driver is choosing his/her own speed. When a line of vehicles closely spaced passes a speed check station, only the speed of the first vehicle should be recorded since the other drivers may not be selecting their own speeds. Vehicles involved in short passing or turning maneuvers should not be recorded since they are usually traveling at an abnormal rate of speed. Speeds of vehicles other than passenger cars, such as trucks and buses, shall be recorded as: T, B, S, etc. (see Speed Distribution Sheet, Fig 3) Speeds are measured by a radar gun or laser gun. Both instruments are extremely accurate and provide the engineer with invaluable data when used properly. Caution should be taken that the manufacturer's instructions are.followed stringently in order to insure that collected data is correct and accurate for speed (~H 13, H D739Rr•.11417n Massachusetts Highway Department SPEED DISTRIBUTION Location: Route ' t ~RJ i' K: t, I Town IJ1 I ~?\'i1 Direction of Travel P` ~ f i'1~7,011 ` Station tX O x w a w OBSERVER ! •`~P.ll l r { Fig. 3 Interval 35 100 AL Speed 38 H. Speed 35 M.P.H. Speed 32 M.P.H. Mode 32 M.P.H.. 0 LtUtNLJ: n=rdsa. L,di T=Truck Surface Type IN t35`Y4 S=Serni Trailer Weather i 5p9d B=Bus Existing Posted Speed M.P.H. 14. zoning purposes'. In most cases, speed data collection is typically conducted in a.passenger car or light truck. It is important that the aforementioned vehicles are unmarkedso that motorists do not perceive the recorder's presence as an enforcement activity and adjust their speeds accordingly. Also, the recording vehicle should be parked in such a way that it does not affect the speed of vehicles using the roadway, preferably being positioned off the traveled way out of plain view. The 85' percentile speed of vehicles passing a given point is the speed at or below which 85 percent of the vehicles passing the point are traveling. This is the principle value used for establishing speed controls. This method assumes that the majority of motorists are prudent and capable of selecting safe speeds; therefore, speeds established in this manner meet the legal requirement that they be "reasonable and proper." Calculating the 85th percentile speed from the data collected on the Speed Distribution Sheet (fig. 3) is simply a matter of determining what 85% of the total number of vehicles recorded is. For example, if 100 vehicles are recorded, 85 percent of 199 ecuals: (0.85 X 100 = 85). One could also determine the 85th percentile speed by taking the highest 15 percent of the vehicles recorded and eliminating them from consideration (counting down from the highest speeds, right to left) : and the next tally mark on the sheet represents the 85th percentile speed is circled on the 15. Speed Distribution.Sheet along with the 95th and 50th percentile speeds. The Mode is simply the speed.at which the largest number of vehicles is traveling and is also recorded (fig. 3). Any other information regarding the conditions present during the time of the recording should also be included. The speed check information should then be recorded on the Speed Control Summary Sheet (fig. 1). In some unique cases, the 85th percentile speeds will differ considerable by direction at a particular location. In such cases, the zone speeds should conform to the 85th percentile speed even though this means zoning for different speeds in opposite directions. Such a condition may be caused by relatively heavy development on one side of the road. Within the proximity of the development, motorists will tend to be more prudent due to the increased possibility of conflict caused by traffic into and out of the development. Conditions which might justify varying from the 85th percentile speed are: a. If the 85th percentile speeds for adjacent speed check stations are approximately the same, they may be statistically averaged to determine one speed zone. No 85th percentile speed should be included in such averages, however, if it varies more than 7 miles per hour from the speed.derived from the average. 1 6. Posted limits are rounded off to the nearest 5 mile per hour increment. b. On sections of highways having a high accident experience, the zone speed may be lower than the 85th percentile speed, but in no case more than 7 miles per hour lower. This should be considered more as an exception than the rule, and should be done only where enforcement agencies will ensure consistent enforcement which will-increase the effectiveness of the zone to an acceptable level of conformance. . c. At locations where traffic volumes are low and one hundred cars cannot be recorded in the two hours that the speed check station is operated, the, 85th percentile speed may not be reliable. In many cases such as this, speed zoning will probably not be required. However, if conditions such as roadside development and high accident experience indicate that speeds lower than the prima facie limits are required, it would be beneficial to make a number of trial runs through the area. From the data obtained from the trial runs and from the speed check data, it should be possible to arrive at a reasonable and proper speed zone. For each speed observation location, the following information should be recorded on the Speed Distribution sheet: 1. 95th percentile speed 85th percentile speed 3. 5 0th percentile speed ((DA 17. 4. Mode (the speed.at which the greatest number of vehicle are traveling) 5. Pace (the ten m.p.h. speed range containing the greatest number-of vehicles) IV. Studies of Accident Distribution Indicate on the strip map, the locations of all accidents reported during the previous two years. Use distinctive marks to represent fatal, personal injury and property damage accidents. V. Trial Runs Over the Location Trial runs should be made over the entire roadway by engineers, enforcement officers and municipal officials using at least three different drivers. An observer seated directly behind the driver should take and-record readings of the speedometer and odometer for every tenth of a mile. (see Trial Run sheet, fig.4) The drivers should operate at the safe maximum comfortable speed. The actual speed is observed for each point and plotted on the.Trial Run Sheet. (Note: Use a different color pencil for each driver.) The high and low speeds are discounted and the remaining speeds are averaged, thereby developing a speed curve. The speeds at each tenth of a mile are then recorded on the Speed Control Summary Sheet. (fig. 1) 18. 0~ w 55 a r ! ` , Q i ' ea a r t, i ra I i ' I I ~ i ' C ► Q ' I{ i I ' ) i 1 ( I ~ I i a I I. u, i I l ~ i I + I n I I , I 4 i I I ~ 1 i I i I i I r, I I ~ ' ~ ~ I ► I f I v a w ~ ~ ' I ~ I it i ( ► ~ I C ~ f «»w i I I ► Q ~ I f I ~ I I I w 1 I I 11 C,,,, CIO ' r ► j . I CID w ~ j' i I ~ ~ 1 ► a i t , I ~ I a i I a , i ► i ' ( ~ ~ i I I I _ , cc a o {O N Ci 0 © uQr ° rCi a - ° 8n OH U3d S31 1W g~ ° J un OH dad S31 1W Fig. 4 cti y Q a r. a 19, ANALYSIS OF DATA The requirements for analyzing the collected data are as follows: I. Safe Speed Range II. Selecting Speed Limits and Lengths of Each. Zone III. Advisory Speeds IV. Rechecks with Trial Runs I. SAFE SPEED RANGE The safe speed range for,each location is determined after the data collected for the location is analyzed. The following criteria is used to.determine safe speed values for each location: a. The proposed speed limit for any location should not be higher than the critical approach speed for that location, which in part is determined by horizontal and vertical safe sight distance. Also, for the purpose of establishing speed limits, the critical approach speed can be considered equal to the 95th percentile speed in. the absence of geometric restrictions. b. At speed observation locations, the estimated safe speed shall not be more than 7 m.p.h. below the 85th percentile speed, and it should not be higher than the 95th percentile speed. The relative position within this range will depend on several other considerations, as outlined in c, below. C. Consideration should be given to the following in selecting a value for the estimated speed within the previously 9 20. mentioned range for each speed observation location: 1. Accident Rating-- When the accident rate for a section is much higher than the average for other highways of similar classification, the estimated maximum safe speed should approach the lower limit of this speed range. When the accident rating is average or below, the estimated safe speed should be "closer to the upper limit of the speed range. 2. Probable value of the speed limit,- When the speed limit is likely to be 40 m.p.h. or above, the value of the estimated speed limit should generally approach the upper limit of the speed range. 3. Physical Conditions -When the strip map on the Speed Control Summary Sheet reveals narrow shoulders and lack of sufficient space for maneuvering in the event of emergency, or any other conditions or traffic impediments present that may require additional caution on the part.of motorists using the roadway, it may be desirable to use slightly lower values to provide some additional margin of safety (such as the presence of schools, elderly housing, etc.). However, the proposed speed limit should never be lower than the lower limit of the safe speed range. II. SELECTING SPEED LIMITS AND LENGTHS OF EACH ZONE Each speed zone should be as long as possible, while always taking into consideration the speed limitations at curves, hills and intersections. (see Section III., below) ~2 21. In rural areas, the length of a zone generally should be at least one-half mile when possible. Each zone in a series of graduated speed zones should be at least two tenths of a mile in length, and, if the speed limit is reduced from one zone to the next by 15 mph or greater, a "REDUCED SPEED AHEAD" sign shall be erected in advance of the lower limit in order to inform motorists to adjust their speeds accordingly. The point where the highway enters or leaves a residential district should be used, when feasible, as points of change in numerical limits for a graduated speed zone. This encourages uniformity and provides a reason to the motorist as to why the speed limit has increased or decreased at a particular point. The value of the speed limit for each zone should generally be, equal to or slightly less than the average of the values of the safe speeds for speed observation locations within the zone. III. ADVISORY SPEEDS Special consideration should always be given to the safe speeds for curves, hills and other locations located within that portion of the section. If the safe speed determined by a Ball- Bank Indicator through a particular curved section of a roadway differs from the preceding speed zone by 10 miles per hour or less, and the curved section of roadway is less than 0.20 miles, or if engineering judgment determines that it is appropriate, a warning sign used in conjunction with an advisory speed plate indicating 73 22. the safe speed can be used in lieu of establishing a separate speed zone for an isolated condition. Section 2C-46 of the Manual'on Uniform Traffic Control Devices (M.U.T.C.D.) states: "The Advisory Speed (W13-1) plaque may be used to supplement any warning sign to.indicate the advisory speed for a condition. The Advisory Speed plaque shall be used where an engineering study indicates a need to advise road users of the advisory speed for a condition. If used, the Advisory Speed plaque shall carry the message XX km/h (XX MPH). The speed shown shall be a multiple of 10 km/h or 5 mph. Except in emergencies or when the condition is temporary, an Advisory Speed plaque shall not be installed until the advisory speed has been determined by an engineering study. Because changes in conditions, such as roadway geometrics, surface characteristics, or sight distance, might affect the advisory speed, each location should be periodically evaluated and the Advisory Speed plaque changed if necessary. ` The advisory speed may be the 85th-percentile speed of free- flowing traffic, the speed corresponding to a 16-degree ball bank indicator reading, or the speed otherwise determined by an engineering] study because of unusual circumstances." Unlike regulatory speed signs, advisory speed signs can be erected by municipalities without any further approval provided they comply with the M.U.T.C.D.. Also, advisory speeds are not enforceable, since their intent is to advise motorists of an appropriate speed through a particular condition, not regulate it. IV. RECHECKS WITH TRIAL RUNS After the proposed speed limits and zone lengths have been determined, repeat the trial speed runs, driving in each direction over each part of the zone at the recommended speed for that direction. Make notes on whether the limits and the lengths of the separate zones appear to be satisfactory. Note also the readings of the 23. WARNING SIGN WITH ADVISORY SPEED PLATE RURAL DISTRICT 1 ~ J Fig. 5 r h 25 UP" M~ V y., wrw ~ww. 0 24. ball bank indicator when negotiating horizontal curves. If some revision in the zone appears to be necessary, make the required adjustments and recheck with test runs accordingly. After all of the necessary field data has been collected and analyzed, it should be forwarded to the appropriate MassHighway District office so that the results of the.study can be discussed. A tentative agreement should be reached as to what speed limits will be established. This must be a tentative agreement because the speed zones must be reviewed by both the MassHighway District Traffic Engineering Section and the Boston Office Speed Zoning section for final approval. SPECIAL SPEED REGULATIONS Following the determination.of the appropriate speed zones and the subsequent approval by the Boston Office, a Special Speed Regulation will be drafted by the Boston Office Speed Zoning Section to be signed by the Chief Deputy Registrar for the Registry.of Motor Vehicles and the State Traffic Engineer for MassHighway. In the case of a City or Town regulation, the Special Speed Regulation must first be adopted by the appropriate City or Town officials before being approved by Registry and Department officials. (see Speed Control Flow Charts, fig. 6a & 6b) After the regulation is adopted by all of the previously mentioned agencies,-the authority in control of the subject 25 SPEED LIMIT PROCEDURE ON MUNICIPAL ROADWAYS TOWN REGULATIONS Rl'1{I(lEST 'tiffMT BY T•., , 'YTCWX TO DISTRICT CFFICE WMMUNICATION WITH CITY : TI,'i`'TZ TO EXPIATN PROCEDURES BY ,BOSTOI--i~ Al-ID SEN'10 If) 'i "'.1I Allt"IROVS11.1-1 BY M.K.D. AND REGISTRY RECETVED 3y FOR CONFORMANCE Fig. 6a ~a mrr•;r'Tr ...-•r•i:; .:.rr~rr E'....:M Ml:lti W(:_'.:.F'Ar., _ 54:1:.'1: s't•71`:'... • .1;1:3 B TOWN SIGNS ERECTED Bl,* MUNrciPALTTY (SPEED LIMIT IS NOW EN OR "I '_ELF 0 26, SPEED LIMIT PROCEDURE ON STATE HIGHWAYS AND NUMBERED ROUTES PRo jEC'T INITIATED OFFICE PREPARE PLANS ACCIDENT REARDS FIELD C?t:IT C:'C:?f.,f. EC TE;I; f"iiyl^:Fi; f_"x1LC FIELD DA'I'Jlk I+ITJI'~SL;I<.IC?il.: r.:Ti~17'.I'M„I~~t'•11:± Is OF Z0111"S StiINVI'.. -1?.`.~`•.'l? il:~i ?r..!p~-tyy AND Sf1-^iA1 PREPF R.F.. ?.Est LII.,1ti.'I`ZC Id AND JOINT APPR(,),,A1., P•Y h.l1.:l. l:I`ir.i SJ_?Cs:I;.S'1'1'1\! s <,i)`) ERECTED BY DTf3T ICT Fig. 6b hl Ui~')1?'iFli~17 RC)i1'i'C NON STATE, I'IIGBIWA`C F;Nr(77' D P Y l-,l'UPd-C".TPAI.,ITX '1 g kl~ 27. roadway may then proceed with the erection of .the appropriate speed limit signs at which point the regulation then becomes legal and enforceable. SPEED LIMIT SIGNS Speed Limit signs are rectangular in shape, with black numerals on a white reflectorized background. (see fig. 7). Typical sizes of standard signs and numerals are as follows; Numerals Sign Town or State Highway* 12" 24" x 30" Limited Access Expressways 16" 48" x 60" Interstate 16" 48" x 60" * a 36" x 48".sign with 14" numerals can also be used. (NOTE: The regulation does not become effective until all of the appropriate signs are actually erected.) A sign must be placed at each location where a change in the numerical limit occurs. In unusually long zones, confirmatory speed signs should also be erected at strategic locations to remind the driver of the legal speed limit. On Interstates and Limited Access Expressways, confirmatory signs are usually erected at all points of access. FOLLOW UP STUDIES After the speed signs have been in place for sometime, it is often beneficial to conduct a follow-up study to determine the, zone's effectiveness and to evaluate any changes in speed 28 x:54 A _ R COLOR: LEGEND & BORDER. = BLACK BACKGROUND = WHITE SIGN DIMENSIONS (mm) SIZE A B C E F G < < ~ 0 W w W R MIN. 450 600 75E 200E 75 50 10 15 40 STD. 600 750 100E 2501E 100 50 10 15 40 EXRWY. 900 1200 150E 350E 150 125 15 20 55 FWY. 11200 1500 200E 400E 200 150 20 30 75 OAT --2/1/95 STANDARD SIGNS 'LED LIMIT SIGN COM R2---1 Fig. 7 29. patterns: The comparison of the speed observations made before and after the zoning should be recorded. Consideration should be given to revising numerical limits which vary by 7 m.p.h. from the 85th percentile speed. After the zones have been in effect for a year or more, it is often beneficial to make a comparison of the accident experience for one year before and after the establishment of the zone. This accident experience should be compared and summarized on before and after summary tables. Such a comparison will show whether the zone has been effective in reducing the number and severity of accidents and will also show the types of accidents which have been affected by the speed limit sinning. EFFECT OF SPEED ZONES Studies have shown that speed zoning has very little permanent effect on average vehicular speeds. There are indications, however, that it does have a tendency to group more of the drivers within the Pace since some of the slower drivers speed up-and some of the faster drivers slow down after the speed limits are posted. In some cases, it has been noted that speed zoning has had a marked effect in lowering the accident rate. The principal benefit of properly established speed zoning is to provide a means for police officers to apply enforcement .to those who do not conform to speeds.considered reasonable and proper by the majority of the motoring public. Public opinion e 30. will be on the side of the police who are enforcing a reasonable maximum speed. The former federally mandated 55 mile per hour national speed limit on the Interstate System clearly shows that an unreasonably low speed limit is neither enforcable nor has the_long term support of the general public. Conclusion Successful speed zoning is a cooperative project which includes the traffic engineer,,the enforcement agencies and the judiciary. It requires careful engineering, conformance to recognized standards, state-wide uniformity, and development.of public understanding and support. Under this approach, speed zoning is a valuable aid to the conscientious motorist and to enforcement officials. 0 Al. CHAPTER 90: SECTION 17 SPEED LIMITS No person operating a motor vehicle on anyway shall run it at a rate of speed greater than is reasonable and proper, having regard to traffic and the use of the way and the safety of the public. Unless a way is otherwise posted in accordance with the provisions of section eighteen, it shall be prima facie evidence of a rate of speed greater than is reasonable and proper as aforesaid (1) if a motor vehicle,is operated on a divided highway outside a thickly settled or business district at a rate of speed exceeding fifty miles per hour for a distance of a quarter of a mile, or (2) on any other way outside a thickly settled or business district at a rate of speed exceeding forty miles per hour for a distance. of a quarter of a mile, or (3) inside a thickly settled or business district at a rate of speed exceeding thirty miles per hour for a distance of one-eighth of a mile, or (4) within a school zone which may be established by a city or town as provided in section two of chapter eighty-five at a rate of speed exceeding twenty miles per hour. operation of a motor vehicle at a speed in excess of fifteen miles per hour within one-tenth of a mile of a vehicle used in hawking or peddling merchandise and which displays flashing amber lights shall likewise be prima facie evidence of a .rate of speed greater than is reasonable and proper. If a speed limit has been duly established upon any way, in accordance with the provisions of said section, operation of a motor vehicle at a rate of speed in excess of such limit shall be prima facie evidence that such speed is greater than is reasonable and proper; but, notwithstanding such establishment of a speed limit, every person operating a motor vehicle shall decrease the speed of the same when a special hazard exists with respect to pedestrians or other traffic, or by.reason of weather or highway conditions. Any person in violation of this section, while operating a motor vehicle through the parameters of a marked construction zone or construction area, at a speed which exceeds the posted limit, or at a speed that is greater than is reasonable.and proper, shall be subject to a fine of 2 times the amount currently in effect for the violation issued. Except on a limited access highway, no person shall operate a school bus at a rate of speed exceeding forty miles per hour, while actually engaged in carrying school children. Amended by St.1932, c.271, c.716; St.1964, c.176; St.1964, c.185; St.1965, c474; St.1972, c.463; St.1974, c49; St.1974, c.851, & 7; St.1975, c.173, & 1; St.1975, c.329, & 1; St.1975, c.494, & 7; St.1978, c.171; St.1986, c.689, & 7; Sk A7. Chapter 90: Section 18, Special regulations, speed and use of vehicles The city council, the transportation commission of the city of Boston, the board of selectmen, park commissioners, a traffic commission or traffic director, or the department, on ways within their control, may make special regulations as to the speed of motor vehicles and may prohibit the use of.such vehicles altogether on such.ways; provided, however, that except in the case of a speed regulation no such special regulation shall be effective unless it shall have been published in one or more newspapers, if there be any, published in the town in which the way is situated, otherwise in one or more newspapers published in the county in which the town is situated; nor until after the department, and in the case of a speed regulation the department and the registrar, acting jointly, shall have certified in writing that such regulation is consistent with the public interests; provided, however, that nothing herein contained shall be construed as affecting the right of the metropolitan district commission or of the department of environmental management to make rules and regulations governing the use and operation of motor vehicles on lands, roadways and parkways under its care and control. No such rule or regulation shall prohibit the use of passenger or station wagon type motor. vehicles whose gross weight is less than five thousand pounds and which are registered for commercial use on ways where noncommercial passenger type motor vehicles are permitted to operate. No such regulation shall be effective until.there shall have been erected, upon the ways affected thereby and at such points as the department and the registrar, acting jointly, may designate, signs, conforming to standards adopted by the department, setting forth the speed or other restrictions established by the regulation, and then only during the time such signs are in place. Any sign, purporting to establish a speed limit, which has not been erected in accordance with the foregoing provisions may be removed by or under the direction of the department. Any person, corporation, firm or trust owning a private parking area or owning land on or abutting a private way, or any person,-corporation, firm or trust controlling such land or parking area, with the written consent of the owner, may apply in writing to the city council, the traffic commission of a city or town having a traffic commission, the transportation commission of the city of Boston or the board of selectmen in any`town in which the private way or parking area lies, to make special regulations as to the speed of motor vehicles and as to Q~ A3. the use of such vehicles upon the particular private way or parking area, and the city council with the approval of the mayor, the traffic commission of a city or town, the transportation commission of the city of Boston or the board'of selectmen, as the case may be, may make such special regulations with respect to said private way or parking area to the same extent as to ways within their control and such special regulations shall not be subject to approvalbV the department or the registrar; provided, however, that any traffic signs, signals, markings or devices used to implement such special regulations shall conform in size, shape and color to the most current manual on Uniform traffic control devices. Amended by St. 1945, c125; St.1948, c.564, & 2; 18, 19; St.1968, c.222; St.1968,"c,694 & 3; St.1969, c..76; St.1970, c342, & 2; St.1975, c706, & 119; St.1984, c.84; St..1986, c.608, & 18; St.1986, c689 & 9; HED 739 REV4/76 Massachusetts Highway Department SPEED DISTRIBUTION Location: Route Town Direction of Travel Station Date Time o! O S Cr w a U) w J 2 To OBSERVER Interval Total M.P.H. M.P.H. M.P.H. M.P.H. 9 LEGEND: X=Pass. Car 95% Speed T=Truck Surface Type 85% Speed S=Semi Trailer Weather 50% Speed B=Bus Existing Posted Speed M.P.N. Mode Z CY u7 a 0- ui z V v~ w r~ U Q s LL 0 S z 0 a U ~ t f C I~ 1 I C3 1 1 i C_ I 1 I I I I I I I 1 I 1 I 1 I 1 I 1 o M I H I i i l I l ~ i i l l l a U co 1 1 1 1 I I 1 1 1 1,7 . i 1 I 1 l i I 1 l 1 I 1 l 1 i 1 l 1 I M I I , I I , I I 1 i I , I i w LL 1 I I 1 I I I 1 I , N , ! 1 1 l i rr i , 1 1 1 q i I 1 I 1 I , i 1 i 1 1 i 1 1 1 1 1 1 1 ~ I I I I I o I I I I I I I I I l 1 1 1 1 1 M 1 I , i 1 l 1 i 1 l ~ 1 1 1 1 1 U- t, I I I I I I I 1 1 1 1 1 1 I I I I I M I I I i I N I I I I' I I I I I I p I I I I I I I i I I Q t 0 o 0 It 0 m C) 4 N Z;) 8 nOH 8Bd S3 1IN I I I I I I I 1 1 I ~ 1 I 1 I 1 1 1 I 1 I o h I I I I I I I I 1 I w^ i 1 1 i 1 1 I 1 I 1 I / I 1 I N" t i 1 I 1 I 1 I 1 I 1 I 1 I 1 I i I' 1 I M i 1 1 i 1 I 1 I I I LU I I 1 I I i t 1 1 ~ I I I I I 1 1 1 1 i 0 I 1 I 1 I I I i I , I I i I I' 1 1 1 , i G7i I I I I I o I I I I I ~ I I I I I 1 / 1 t I M I I 1 1 1 I 1 i 1 1 I I I I I ~ I I I I I ~ ~ , I I I 1 I , 1 I I ( i I I I I I I I I I I I I I I I I I 1 i 1 I 1 ev I I 1 I i I / I 1 1 I 1 I I I 1 I 1 I O I I I I I I ( i I 1 c, cz~ M N Q W z 0 5 W , J LU ?3 nOH '83d S31 IN IlA W Zw :E z CL G1 u LU w s u n L~ cc a l 0 Q Conuu. Of Mass. TRAFFIC ENGINEERING DIVISION Mass. Hwy. Dept. District Sheet of Sheets TRIAL RUN WORKSHEET Route Name From . To St. Hwy. Town Way Time Mileage Driver Recorder Test Car Date HED-739