South Acton Village Complete Streets Plan

Main Street at Central Street Intersection Deficiencies

Central Street intersects Main Street from the west at a significant angle which restricts sight distance due to the resulting geometry and grading/built environment in the northwest corner. In addition, the speed limit on Main Street drops from 35 to 25 mph just north of the intersection and therefore, southbound vehicles who are approaching at a natural downgrade are approaching the intersection at higher speeds than intended. This combination of reduced sight distance and lingering vehicle speeds creates a hazardous situation. There is also a southbound bike lane, in which visibility is comprised due to the grade separation.

Furthermore, the intersection experiences a high volume of northbound left-turn movements without a designated turn lane, leading to congestion as vehicles attempt to pass on the right. This maneuver increases the risk of sideswipe collisions as well as bicycle-vehicle conflicts given the presence of a northbound bike lane in this area.

Poor Sidewalk Delineation

Throughout the study area, several locations suffer from poor sidewalk delineation, with the issue being particularly prevalent between Central Street and Railroad Street. The absence of clear delineation, primarily due to a lack of curbing, has resulted in areas where parking and pedestrian zones are indistinguishable. This lack of definition extends to driveways and the overall parking layout for nearby businesses, creating a mixed-use area where vehicles and pedestrians share the same space. In several areas throughout the project area, sidewalks are also inaccessible and in poor condition, with issues such as cracking and the problematic location of utility poles further compromising pedestrian safety and accessibility. This situation not only poses a significant safety risk but also detracts from the overall pedestrian experience, making the area less appealing and more hazardous for foot traffic. Addressing these deficiencies by introducing curbing, clearly defining pedestrian pathways, and repairing or relocating obstructive elements is crucial to improving safety and the pedestrian environment in this part of the study area. 

Nylander Way Sight Distance / Sweeping Turns

The intersection of Nylander Way and Main Street forms a three-way intersection, where the curves are excessively wide, encouraging potentially high-speed turns. This design is particularly concerning given the presence of a northbound bike lane, as the wide curves create an extended conflict zone between vehicles and cyclists. Additionally, sight distance at this intersection is compromised due to grading and vegetation, further exacerbating safety concerns. To address these issues, the plan should consider tightening the intersection to reduce vehicle speeds, while also accommodating the maneuverability requirements of trucks. This approach would help to shorten the bike-vehicle conflict zone and enhance overall safety at this intersection. 

Midblock Crossing

The midblock crossing located just south of Nylander Way has several critical accessibility and safety issues. The curb ramps servicing this crosswalk are currently inaccessible, with the ramp on the west side of Main Street leading directly into a driveway, which poses a significant hazard for pedestrians. Additionally, the signage associated with this crossing is poorly placed, and the area appears to lack adequate lighting, further compromising pedestrian safety, especially during low-light conditions. The plan should prioritize upgrading the curb ramps to meet accessibility standards and enhancing the crosswalk with the installation of Rectangular Rapid Flashing Beacons (RRFB), improved lighting, and advanced warning signage to ensure the safety and visibility of pedestrians. 

Intersection Operations & Equipment

The intersections of Main Street/Railroad Street and Main Street/School Street are slightly offset but are controlled by a single traffic signal, which serves both locations. These intersections are notably wide, resulting in extended pedestrian crossing distances, particularly at the School Street intersection due to the broad curve radii. The bike pavement markings through the intersection are faded, further complicating navigation for cyclists. The wide curve radii on School Street contribute to higher turning speeds, which in turn create extended conflict zones for bikes, pedestrians, and vehicles. These long crossings and spread-out intersections necessitate longer clearance times and the inclusion of left turn lanes. Additionally, there is queuing on the northbound approach, which often extends back into the Maple Street intersection, exacerbating congestion and complicating traffic flow.

The current phasing and timing for the southbound left turn lane should be investigated to improve operational efficiency. The traffic signal equipment at these intersections is also outdated, featuring wire-mounted overhead signals without backplates and "doghouse" signal heads for left turns. The absence of backplates, combined with some signals being positioned far from the stop bar, results in visibility issues, further compromising safety. The plan should consider tightening up the intersections to reduce crossing distances and minimize bike-vehicle conflict zones. Furthermore, it would be beneficial to investigate and optimize signal phasing and timing. Upgrading the traffic signal equipment to include mast arm installations, backplates, and appropriately positioned signals within the driver’s vision cone would significantly enhance visibility and overall intersection safety.

AART Access / Wayfinding

Maple Street serves as a key access point to the AART (Assabet River Rail Trail) trailhead; however, the existing wayfinding signage is minimal and insufficient for guiding users to the trail. Additionally, pedestrians attempting to access the trailhead from the east must cross at either School Street or High Street, which can be inconvenient and unsafe. Bicyclists approaching from the south face a similar challenge, as they must merge into traffic to make a left turn onto Maple Street, exposing them to potential conflicts with vehicles. To improve safety and accessibility, the plan should consider implementing enhanced wayfinding signage and establishing safe crossing points closer to the trailhead. This could include marked crosswalks, pedestrian signals, or other traffic-calming measures to facilitate safer crossings and provide clear guidance for both pedestrians and cyclists. 

Midblock Crossing / Intersection Safety at High Street

The intersection of High Street and Main Street forms a three-way intersection where High Street’s wide curve radii encourage high-speed turning movements, posing a safety risk. The pedestrian infrastructure in this area is in fair to poor condition, with issues such as cracking and poorly placed utility poles further compromising accessibility and safety. Additionally, there are sight distance issues due to the intersection’s horizontal and vertical curvature, as well as obstructive vegetation. Just north of High Street, there is a midblock crosswalk that spans three lanes of traffic. Although this crosswalk is equipped with a Rectangular Rapid Flashing Beacon (RRFB), the effectiveness is limited by speeding vehicles and the curvature of the road, which reduces visibility.

To enhance safety at this intersection, the plan should consider tightening the intersection to reduce turning speeds, improving pedestrian infrastructure, and reevaluating the location of the midblock crosswalk to ensure it is positioned for optimal visibility and effectiveness. Additionally, addressing sight distance issues by trimming vegetation and considering traffic-calming measures would further improve safety for all users.

Speeding Concerns

The speed limit on Main Street drops from 35 mph to 25 mph approximately 200-300 feet in advance of the village area at both the northern and southern extents of the project area. However, vehicles often approach with lingering speeds that are unsuitable for the village context, especially given the surrounding land uses and the presence of vulnerable road users such as pedestrians and cyclists. To address this issue, the plan aims to introduce multimodal Complete Street elements designed to calm traffic and create a safer environment. Additional features such as gateway treatments and medians may also be implemented to draw more attention to the change in context and encourage drivers to reduce their speed as they approach the village area. These measures are intended to enhance safety and create a more welcoming environment for all road users.