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Section 2
Existing Conditions
2.1 Physical Layout
Commonwealth Road (Route 30) is an east/west urban minor arterial
running the entire length of Wayland from Weston to the east and
Framingham to the west. Main Street (Route 27) is a north/south urban
minor arterial running the entire length of Wayland from Natick to the south
and from Wayland center and Sudbury/Lincoln/Concord to the north. The
intersection of Route 27 at Route 30 is the center of Cochituate Village. Both
roadways within the project limits are town owned. The approach speed
limit is posted at 25mph for the eastbound movement. There are no other
approach speed limits posted in this area.
The approximate project limits are as follows; beginning at the intersection of
Route 27 and Route 30, the project extends northerly along Route 27 to a
town-owned playground, a distance of approximately 400 linear feet.
Continuing south on Route 27 from the intersection with Route 30, the
project ends at the driveway to the Main Street Property, a distance of
approximately 250 linear feet. Easterly from the intersection on Route 30, the
project ends at Winter Street, a distance of approximately 300 linear feet. The
final segment of the project extends westerly on Route 30 from the
intersection to a distance of approximately 350 linear feet.
Each road consists of two lanes with a pavement width that varies from 27
feet to 41 feet. On the northbound approach, the pavement width widens to
allow for a 180-foot exclusive left turn lane. The other three approaches
widen to allow for one or two cars to “sneak” by a left turning vehicle,
provided the left turner is out of the through movement. The pavement is in
fair-good condition with evidence of multiple overlays through the years.
Intersection turning radii are extremely tight for commercial trucks. Field
observations have noted trucks turning right or left, from any direction,
routinely turn into the oncoming (opposing) lane or drive over the curb and
sidewalk to make the turn. This can be seen by the tire marks on curbing and
the fact that the post mounted traffic signals have been hit and replaced
multiple times.
There are a number of sidewalks within the village however many do not
meet the Americans with Disabilities Act (ADA) due to grades or conditions.
Some walks are cement concrete while others are bituminous concrete. Many
do not connect with each other or provide safe refuge for pedestrians since
there are areas where the sidewalks are flush with the travel ways. Curbing
is primarily granite and in good condition; however, there are locations
where no curb or reveal exist.
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Section 2
Existing Conditions
The area is predominately residential with a few small businesses at each of
the four intersection corners. Each business maintains some frontage area of
grass and/or landscaping that adds to the village charm. These consist of
stonewalls, tree plantings, stone benches, shrubs and patios for one or more
of the establishments.
2.2 Traffic Signals
The intersection of Route 30 at Route 27 is controlled by an obsolete pre-
timed traffic signal that is no longer in compliance with the Manual on
Uniform Traffic Control Devices (MUTCD) primarily because of the
pedestrian phasing which indicates “safe” passage with a simultaneous
red/yellow indication. The MUTCD also has certain requirements for “Cone
of Vision” which this intersection is not in compliance with. The MUTCD
prescribes a minimum of two signals heads facing each intersection
approach, as well as a 40 foot minimum and 150 foot maximum distance
from the stop line to the signal heads for proper visibility. It also prescribes
these signal heads to be within a 20 angle to the left and right of the center
lane approach.
All signal heads are post mounted and consist of 12” incandescent light
bulbs. There are no exclusive pedestrian signal heads or any emergency pre-
emption. Phasing and timing is on fixed 60-second cycle with the following;
Eastbound 4 second protected lead followed by;
Eastbound/Westbound 25 seconds of green, 3 seconds of yellow and 1
second of red followed by;
Northbound/Southbound 23 seconds of green, 3 seconds of yellow and 1
second of red.
The pedestrian phase is push button activated and not consistently
working at the time of inspection.
2.3 Traffic Volumes
Manual turning movement counts (TMC) were conducted for traffic analysis
on Wednesday, June 5, 2002 from 7:00 to 9:00 AM and from 4:00 to 6:00 PM.
The AM peak hour was determined from the counts to occur between 8:00
AM and 9:00 AM and the PM peak hour was determined to occur between
4:45 PM and 5:45 PM.
Forty-eight hour Automatic Traffic Recorder (ATR) data was collected at the
intersection on June 5th and 6th, 2002. These counts were used to determine
24-hour weekday traffic volumes.
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Section 2
Existing Conditions
The average daily traffic volumes are:
Present Traffic Volume on Route 27: 19,000 vpd (ADT)
Present Traffic Volume on Route 30: 21,000 vpd (ADT)
Please see Appendix F and G for TMC and ATR, respectively.
2.4 Accident History
CDM has analyzed the Police Department’s Crash data and found that there
were 67 (recorded) accidents within a 3 ½ year period at the intersection of
Route 30 and Route 27. That averages out to 20 accidents a year. Of those 67
accidents, 34% included injuries, 48% were angle crashes and 45% were rear-
end crashes. Also, according to the Police Department, this intersection is
rated as one of the highest accident locations in Wayland.
The type of crash, such as angular or rear-end, may indicate certain
deficiencies at an intersection. Typically, left-turning vehicles that are hit by
oncoming, through vehicles, cause angular accidents. Rear-end accidents at
signalized intersections may be caused by a number of reasons. Those could
be; driver aggression, driver attention, left turns from an all purpose lane,
deficient signal timing, deficient signal phasing, poor signal locations or a
any combination of each. Table 2.5-1 provides a summary of the accident
information.
Table 2.5-1 Route 30 at Route 27 Accident Data
Type of 1999 2000 2001 2002* Total
Accident Accidents
# of # of # of # of # of # of # of # of # of # of
Accidents Injuries Accidents Injuries Accidents Injuries Accidents Injuries Accidents Injuries
Angle 8 1 11 4 9 3 4 -- 32 8
Head-On 2 1 -- -- -- -- 1 2 3 3
Rear-End 11 6 8 4 10 2 1 -- 30 12
Physical
1 -- -- -- -- -- -- -- 1 --
Obstruct.
Other -- -- 1 -- -- -- -- -- 1 --
Total 22 8 20 8 19 5 6 2 67 23
* accidents occurring between January 1, 2002 and May 30, 2002
The Massachusetts Highway Department (MassHighway) calculated the
crash rate for the project intersection to be 1.53. The average crash rate at a
signalized intersection in Massachusetts is 0.87; thus, the project intersection
has a crash rate approximately 175% higher than the state average. See
Appendix H for town accident records and MassHighway Crash data.
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